Heat-stressed vented brake disc on a track car — the engineering principle that bleeds into every road-going aftermarket disc. Image: CarParts247.
Motorsport is the world’s most expensive R&D lab. Every weekend, race engineers push brakes, suspension and drivetrains past breaking point so the rest of us inherit the lessons. The strange part? Most of those lessons end up in the parts catalogue you scroll past every time your daily driver needs a service. Here are five of the biggest, with a quick guide to recognising them when you’re ordering replacements.
1. Brake Discs: Cooling Geometry Is Everything
Walk through any race paddock, and you’ll see the same thing on every car: drilled, slotted, or internally vented brake discs glowing dull red after a stint. That heat is the enemy. Once a disc passes around 700°C, the pad compound begins to glaze and outgas, friction drops, and pedal feel goes spongy. Motorsport solved this in two ways: vane geometry inside the disc that pumps cooler air outwards under rotation, and surface drilling/slotting that vents the gas layer between the pad and the rotor.
On a road car, you don’t need full race-spec rotors, but the same physics decides whether your brakes still feel sharp on lap three of a B-road or after a long downhill in the Lake District. A decent vented OE-grade brake disc, the type any reputable factor will sell you, already inherits vane geometry from racing development. The mistake to avoid is buying the cheapest unit on a price filter; thinner cast iron warps faster and sheds heat slower. Spend 10–20% more for a name-brand disc, and the upgrade pays for itself in pedal feel before it pays for itself in pad life.
2. Brake Pad Compounds: There Is No Universal Pad
Race teams run as many as four pad compounds across a season qualifiers, sprint, endurance, wet, because no single friction material is good at everything. Cold bite, high-temp stability, dust, noise, rotor wear: every variable is a trade-off. Road-car compounds are tuned to a different point on that curve (low noise, low dust, decent cold bite, modest peak grip), but the trade-off still applies.
If you commute mostly in town, a low-metallic OE brake pad set will outlast a “performance” ceramic and feel better at 6 a.m. when the discs are cold. If you do trackdays or live somewhere with serious elevation, step up to a fast-road compound — they don’t bite as hard from cold, but they hold friction past 500°C where a standard pad has already started to fade. The point is to match the pad to how you actually drive, not to the spec sheet of a car you wish you owned.
3. Suspension: Damping Is About Body Control, Not Comfort
Race engineers don’t tune suspension for plushness — they tune it for the time the contact patch spends pressing on the road. A loose, under-damped car loses tyre load every time it pitches over a bump; an over-damped car loses load by skipping. The compromise that motorsport teaches is progressive damping: soft early travel for compliance, firmer mid-stroke for body control, hydraulic bump-stops at the end.
On a road car, this lesson shows up in two places. First, the difference between an OE-equivalent strut and a budget shock you’ll find for £29.99: cheaper units use simpler valving, lose damping after 15–20k miles, and let the front of the car float over uneven motorway surfaces. Second, modern adaptive systems (air struts, electronically controlled dampers) inherit their multi-stage valving philosophy directly from endurance racing. If your car has air suspension, replacement isn’t optional — when the seal degrades, ride height drops on the affected corner overnight, and everything else (geometry, tyre wear, ABS calibration) goes with it.
Multi-stage damper assembly — race-derived valving in a road-car package. Image: CarParts247.
4. Drivetrain: Clutch and Timing Belt Service Is Not Optional
The dirty secret of road-car servicing is that the clutch and timing belt are the two components most likely to take an engine with them when they fail, and both are the components most often skipped to save money. Race teams replace clutches and belts on a calendar interval because they can’t afford a Sunday-morning DNF. Most owner’s manuals tell you the same intervals; most owners don’t follow them.
A timing belt failure on an interference engine is engine-out repair territory, easily £2,500 in labour and parts, yet a quality belt kit (belt + tensioner + idler + water pump) is a few hundred pounds installed. A worn clutch eats your dual-mass flywheel if you keep driving on it, doubling the bill. The motorsport principle here is simple: do the service before the part fails, not after. The catalogue carries kits specifically because mixing belt brands with old tensioners is the single most common reason a ‘fresh’ belt job fails six months later.
Timing belt kit with tensioner, idler and water pump — the calendar-interval service that prevents engine-out repairs. Image: CarParts247.
The last lesson is the most useful for everyday drivers. Race teams don’t always run main-dealer parts — they run the same component, made by the same Tier-1 supplier, sold without the dealer’s markup. Brembo, Bosch, ZF, Sachs, Mahle, Mann-Filter, NGK: most of what comes off the OE assembly line is built by these names, then box-stamped with the carmaker’s badge. The aftermarket version is the same physical part, often the same casting line, just packaged differently.
What you want to avoid is the bottom 20% of the aftermarket — unbranded parts that copy the shape but not the metallurgy or the tolerances. The middle 60% (OE-supplier parts) is where you save money without sacrificing reliability. Any decent online catalogue lets you filter by manufacturer; do that filter before you sort by price, not after.
Where to Apply These Lessons
If you’re servicing a car this month, the highest-leverage upgrades are the ones that change the feel: discs, pads, dampers, belts, and clutches. None of them requires modifying the car. They simply ask you to choose the part that fits you a little more carefully than the price filter would suggest.
We run CarParts247, a UK aftermarket parts catalogue with full Tier-1 supplier filtering, fitment by registration, and the four motorsport-derived categories above all stocked from name-brand manufacturers. Worth a look the next time a service light comes on.
You see the phrase casinos not on Gamban quite a bit now, especially when people start researching how blocking software works. Some are trying to understand what Gamban covers. Others are just curious why certain sites still appear even after restrictions are installed.
And honestly, the topic around casinos not on Gamban is more layered than people expect. It isn’t just about access. It’s about software limits, licensing systems, how websites operate internationally, and how fast the internet changes compared to filtering tools.
Most people think internet blocking works like a locked door. Either open or closed. But online systems are rarely that clean.
What Gamban Actually Does?
Gamban is designed to stop access to gambling-related websites and apps across devices.
Once it’s installed, it works quietly in the background.
It usually blocks:
Gambling websites
Sports betting apps
Casino platforms
Related promotional pages
Certain downloadable gaming apps
For many users, that layer of restriction creates distance between them and online betting environments.
But like most software, it relies on updates.
And updates never happen on a perfectly frozen internet.
Why People Search for Casinos Not on Gamban
This is where assumptions usually start.
Not everyone searching this phrase is trying to avoid restrictions.
Some people are simply trying to understand:
Why certain websites remain visible
How filtering software works
Whether blocking systems are universal
How international licensing works
Why some platforms operate differently from UK-based services
Curiosity plays a bigger role than people think.
There’s also confusion.
A lot of users install blocking software expecting every possible website to disappear immediately.
But internet ecosystems don’t really work that way.
The Internet Moves Faster Than Most Filters
This is probably the biggest reason behind the topic.
Websites appear constantly.
Domains change.
Companies rebrand.
New operators launch under different addresses.
Blocking software has to keep up with all of that.
And keeping up is not always instant.
Think about it like spam filters in email.
Some junk messages get blocked immediately.
Others slip through briefly before detection systems update.
The same logic exists here.
How Some Platforms Sit Outside Gamban Databases
This part matters because people often misunderstand how blocking software functions.
Gamban doesn’t manually inspect every website every second.
Instead, it relies on:
System Component
What It Does
Domain databases
Identifies known websites
Blocklists
Stores flagged URLs
Detection rules
Finds gambling-related patterns
Continuous updates
Expands protection over time
That means newer sites may sometimes exist outside recognition temporarily.
It’s not necessarily intentional.
It’s often just timing.
Licensing Plays a Bigger Role Than Most People Realise
This part gets overlooked.
Not every platform online follows the same licensing structure.
Some operate under UK regulations.
Others exist under international licenses.
And those differences matter.
Here’s a basic comparison:
Licensing Authority
Typical Characteristics
UK Gambling Commission
Strict compliance rules
Malta Gaming Authority
European licensing
Curacao
International operator access
Offshore jurisdictions
Broader global reach
This wider licensing landscape creates variation.
And variation often explains why some websites remain outside certain blocking environments.
Are Casinos Not on Gamban Automatically Unsafe?
No.
But they’re not automatically trustworthy either.
This is where people sometimes oversimplify things.
A website existing outside a blocklist doesn’t instantly mean danger.
But it also doesn’t mean reliability.
The same rules still apply.
Things worth checking include:
Clear licensing information
Transparent payment methods
Privacy policies
Responsible gaming tools
Customer support availability
Security encryption
The presence or absence of Gamban coverage shouldn’t be the only deciding factor.
Why This Topic Keeps Growing
Search interest around this topic has increased because people want answers.
And honestly, there’s still confusion.
Questions usually sound like:
Does Gamban block everything?
Why do some sites still appear?
Are these websites different?
Is blocking software permanent?
People want certainty.
But the internet rarely gives certainty.
It gives systems that constantly adapt.
A Lot of People Expect Technology to Be Perfect
This is true across almost everything online.
People expect software to work instantly and flawlessly.
But even advanced systems rely on maintenance.
Updates.
Recognition.
Human oversight.
New websites launch daily.
Some disappear quickly.
Others change addresses.
Filtering software has to react to that movement.
And reaction naturally comes after change.
That’s not failure.
It’s simply how digital monitoring works.
The Human Side of Blocking Software
What often gets ignored in conversations like this is why people use blocking tools in the first place.
For many users, software becomes part of a bigger support system.
Not the only solution.
Just one layer.
People often combine Gamban with:
Spending limits
Self-exclusion tools
Support communities
Therapy or counselling
Accountability methods
Because behaviour change rarely comes from one app alone.
Technology helps create friction.
But support creates long-term structure.
One Thing That’s Rarely Mentioned
The internet doesn’t stand still.
That sounds obvious, but it explains almost everything.
Blocking software works best in environments that remain predictable.
The online world isn’t predictable.
A platform disappears.
Another launch.
A domain changes.
A company rebrands.
And detection systems adjust behind the scenes.
That constant movement explains why topics like this keep appearing in searches.
People notice gaps.
Then they want to understand why those gaps exist.
Closing Thought
The conversation around casinos not on Gamban isn’t really about bypassing software.
It’s about understanding how filtering technology works in a fast-moving internet.
Some platforms are detected quickly.
Some take longer.
And some operate in spaces that don’t fit neatly into one system.
Understanding that makes the topic easier to look at without assumptions.
FAQs
Does Gamban block every gambling-related website instantly?
No. Gamban updates continuously, but newer domains may appear before they’re added to blocklists.
Why do some websites still appear even with Gamban installed?
Some websites may operate under new domains or international networks that haven’t yet been added to filtering databases.
Are casinos not on Gamban always offshore?
Not always. Some may operate internationally, while others simply exist outside current detection systems.
Is Gamban enough on its own?
For many people, Gamban works best alongside additional support tools such as financial limits or self-exclusion services.
Chase Elliott outdueled Denny Hamlin for a second time this season, with his latest occurrence being in the Würth 400 at Texas Motor Speedway on Sunday, May 3.
The 2020 NASCAR Cup Series champion from Dawsonville, Georgia, led four times for a race-high 87 of 267 scheduled laps, after qualifying in 14th place. He then methodically navigated his way into the top-10 mark on the track and settled in eighth place when the first stage period concluded. Throughout the second stage period, Elliott navigated his way to the front as he assumed the lead for the first time on Lap 152. Despite making a pit stop with a majority of the field and prior to a one-lap shootout to conclude the second stage period, he quickly bolted from third to first and claimed the stage victory.
After dominating the early portions of the final stage period, Elliott strategically made his final pit stop under green flag conditions with 52 laps remaining. Then, with 29 laps remaining, he retook the top spot from Corey Heim. Following a late-race caution that flew with 11 laps remaining when Heim wrecked, Elliott was among eight competitors who remained on the track. In a four-lap shootout, he fended off Hamlin at the shootout’s start and motored away for his second Cup victory of the 2026 season.
On-track qualifying determined the starting lineup on Saturday, May 2. Carson Hocevar, winner of last weekend’s event at Talladega Superspeedway, scored his second consecutive Cup pole position at Texas with a pole-winning lap at 191.340 mph in 28.222 seconds. Hocevar shared the front row with teammate Daniel Suarez, who posted the second-fastest qualifying lap at 191.320 mph in 28.225 seconds.
Before the event, Bubba Wallace and Austin Dillon were the only two competitors who started at the rear of the field. Wallace competed in a backup car after he wrecked his primary car during Saturday’s practice session. Dillon had an engine change made after he encountered engine issues during practice.
When the green flag waved and the event commenced, teammates Carson Hocevar and Daniel Suarez dueled in front of two-stacked lanes through the frontstretch. This continued through the first two turns and the backstretch. Then, entering Turn 3, Hocevar muscled his No. 77 Spectrum Chevrolet Camaro ZL1 entry ahead of Suarez, motoring back to the frontstretch to lead the first lap.
Over the next four laps, Hocevar stretched his early advantage to as high as seven-tenths of a second over Suarez. Behind, Chase Briscoe, who trailed by more than a second, was racing in third place. Teammate Denny Hamlin and Kyle Busch followed in fourth and fifth place. Chris Buescher, who qualified in third place, dropped to sixth place. Christopher Bell, Ty Gibbs, Tyler Reddick and Alex Bowman occupied the remaining top-10 spots. Meanwhile,, Hocevar grew his advantage to nearly two seconds over Suarez by the 10th lap.
On Lap 19, Hamlin overtook teammate Briscoe entering the frontstretch after Briscoe briefly lost momentum. This happened as Hocevar cut across the path of Briscoe in a bid for the lead, and overtook Hocevar through the backstretch to assume the lead. Briscoe then overtook Hocevar for the runner-up spot during the next lap as Hamlin continued to lead. Behind, Kyle Busch and Buescher trailed in the top five. Bell, Ty Gibbs, Reddick and Bowman followed while Suarez drifted back to 10th place. He was ahead of Chase Elliott, Kyle Larson, William Byron, Austin Cindric and rookie Connor Zilisch. As Suarez slowly continued to drift out of the top-10 mark, Hocevar was being pressured by Busch and Buescher for third place. Hamlin stretched his lead to more than a second over teammate Briscoe by Lap 25.
On Lap 33, Bell strategically pitted his No. 20 Rheem Toyota Camry XSE entry from the top-10 mark. Bell’s pit service ignited a first wave of green flag pit stops over the next two laps. Hamlin then pitted his No. 11 Progressive Toyota Camry XSE entry from the lead on Lap 36. But by the time he completed his pit service and exited pit road, Briscoe managed to overtake Hamlin on the track. This was due to Hamlin stalling his entry during the completion of his service. Hocevar, who was one of 10 competitors who had not yet pit, led before he pitted on Lap 41. Josh Berry, Brad Keselowski and Cole Custer had not yet pit. Once Keselowski pitted from the lead on Lap 42, Briscoe cycled as the leader over a hard-charging Hamlin.
On Lap 46, Bell navigated past teammates Hamlin and Briscoe to assume the lead. Bell proceeded to lead Briscoe by half a second through the Lap 50 mark. Third-place Hamlin trailed by eight-tenths of a second. Busch, Buescher, Hocevar, Gibbs, Elliott, Bowman and Reddick trailed in the top 10. Byron, Larson, Cindric, Ryan Blaney, Ryan Preece, Zilisch, Erik Jones, Suarez, Joey Logano and Corey Heim occupied the top-20 spots over Ross Chastain, Bubba Wallace, Zane Smith, Berry and Ricky Stenhouse Jr., respectively.
Through the Lap 60 mark, Bell maintained the lead by three-tenths of a second over runner-up Hamlin. He was nine-tenths of a second over Briscoe while fourth-place Kyle Busch remained within sight by more than a second. Four laps later, Buescher overtook Busch for fourth place. Bell, who was mired in lapped traffic, retained the lead through every turn and straightaway over Hamlin. Hamlin then dueled with Bell through the frontstretch on Lap 67 as the former tried to use the inside lane through the first two turns and the backstretch to assume the lead. Bell, though, fought back through Turns 3 and 4 from the outside lane.
Then on Lap 67, the event’s first caution flew. This happened as Todd Gilliland got loose through Turns 3 and 4, and spun towards the outside lane while dodging the outside wall. As Gilliland spun down the track while the leaders approached the latter, Gilliland barely clipped the leader, Bell. This sent Bell spinning, entering the frontstretch before he hit the outside wall on the right side.
During the event’s first caution period, nearly the entire lead lap field led by Hamlin returned to pit road for service. Erik Jones, Ricky Stenhouse Jr., Ross Chastain, AJ Allmendinger and John Hunter Nemechek remained on the track. Following the pit stops with mixed pit strategies ensuing, Hocevar exited pit road first. He was followed by Ryan Preece, Hamlin, Briscoe, Busch, Ty Gibbs, Chase Elliott, Buescher, Bowman and Larson.
The event restarted with six laps remaining in the first stage period. The field fanned out as wide as four lanes through the first two turns as Jones and Stenhouse dueled for the lead through the first two turns and the backstretch. Jones then managed to motor ahead of Stenhouse through Turns 3 and 4 and he led the next lap. The field behind bumped, jostled and scattered for spots. As Jones maintained a steady lead, Briscoe was mired in seventh place while Hamlin was struggling to remain inside of the top-10 mark.
When the first stage period concluded on Lap 80, Erik Jones captured his first Cup career stage victory. Hocevar muscled his way into second place over Stenhouse, Gibbs and Briscoe while Busch, Allmendinger, Elliott, Byron and Hamlin were scored in the top 10, respectively. By then, 35 of 38 starters were scored on the lead lap while Bell was officially ruled out of the event following his incident with Gilliland.
Under the event’s first stage break period, some led by Jones and including Stenhouse, AJ Allmendinger, Chastain, Preece, Suarez, John Hunter Nemechek, Connor Zilisch, Noah Gragson, Austin Dillon, Cole Custer, Gilliland, Kyle Larson, Keselowski, Ryan Blaney, Berry, Riley Herbst and Ty Dillon pitted while the rest led by Hocevar remained on the track.
The second stage period started on Lap 88 as Hocevar and Gibbs occupied the front row. At the start, the latter two dueled through the frontstretch, the first two turns and the backstretch. Then, as Hocevar threw a bold block on Briscoe entering Turn 3, Hocevar and Gibbs continued to duel for the lead. Gibbs used the outside lane to lead the next lap. He then continued to duel dead even with Hocevar for the lead in front of Briscoe for another lap. However, Hocevar muscled ahead through Turns 3 and 4. With Gibbs hitting the curb in Turn 3, Briscoe overtook Gibbs as Hocevar motored away to lead Lap 91.
On Lap 92, the caution returned. Byron, who was racing in the top-10 mark, got sideways through Turns 3 and 4 after he ran over the turns’ bumps. He then spun from the outside lane and back across the track and was barely dodged by an oncoming Joey Logano. As he slid towards the frontstretch’s grass. He managed to continue without sustaining any significant damage to the No. 24 Valvoline Chevrolet Camaro ZL1 entry.
During the caution period, a majority of the field led by Hocevar returned to pit road for service. The rest, led by Heim, remained on the track. Following the pit stops and amid mixed pit strategies, Elliott, Buescher, Michael McDowell, Busch, Cindric, Allmendinger, Reddick, Hamlin, Bubba Wallace and Chastain were the first 10 competitors to exit pit road.
Amid the pit stops, a trio of incidents occurred as the competitors scrambled to navigate through pit road. Briscoe, who pitted for only two tires, dropped to 22nd place. This was due to making contact with Larson while trying to exit his pit stall. Then ahead, Logano clipped the right-rear end of Custer as Custer stopped to avoid hitting Gibbs. This caused damage to Logano’s left-front fender and knocked Logano out of contention. Meanwhile, Hamlin got blocked by Zilisch while trying to exit his pit stall, which dropped him to 15th place.
The next restart on Lap 98 featured Heim and Zane Smith occupying the front row. Heim outdueled Smith to motor ahead with the lead. Heim led the next lap ahead of a stacked field. Keselowski navigated his way into the runner-up spot ahead of a battle between Smith and Suarez. The caution then returned on Lap 101.
Gibbs, who was racing within the top-20 mark, was bumped by Preece. He slipped up the track before hitting the outside wall in Turns 3 and 4.
As the event restarted on Lap 106, Heim used the inside lane to pass Keselowski and Suarez through the first two turns. While the field behind jostled for spots, Hocevar overtook Keselowski for second place while Heim led the next lap. Heim led Suarez by more than a second at the Lap 110 mark. Elliott, Keselowski and Stenhouse were racing in the top five ahead of Zane Smith, Buescher, Nemechek, Briscoe and Riley Herbst. Briscoe was recovering from his pit road incident with Larson while Hamlin was mired in 15th place.
At the Lap 120 mark, Heim extended his lead to two seconds over runner-up Elliott. He was more than three seconds over third-place Suarez. Keselowski, Stenhouse, Buescher, Nemechek, Smith, Briscoe and Reddick trailed in the top 10. They were ahead of Hamlin, Herbst, Busch, Wallace, Cindric, Hocevar, Bowman, Shane van Gisbergen, Erik Jones and Byron, respectively.
As the laps progressed, Briscoe drifted back to 21st place while Hamlin methodically carved his way up to fifth place. With the on-track competition at Texas Motor Speedway settling into a normal pace, Heim continued to lead by more than a second over Elliott at the event’s halfway mark between Laps 133 and 134.
By Lap 150, Heim, who was reeling in to lap Briscoe, retained the lead by more than three seconds over Elliott. Hamlin, Keselowski, Buescher, Suarez, Stenhouse, Reddick, Herbst and Nemechek were racing in the top 10, respectively. Two laps later, Heim, who had not pitted since Lap 70, reportedly did not have enough fuel to complete the second stage period. As a result, he surrendered the lead to pit under green.
Heim’s move allowed Elliott to cycle the No. 9 Amazon Prime Chevrolet Camaro ZL1 entry into the lead. He led Hamlin by more than three seconds. By then, Zane Smith, who was also low on fuel, had also pitted under green. Stenhouse, who was trying to stretch his fuel tank to the second stage’s distance, retained sixth place.
Then on Lap 159, the caution flew again. Larson was struggling with the steering of his No. 5 HendrickCars.com Chevrolet Camaro ZL1 entry. This resulted in him snapping sideways through the first two turns. He hit the outside wall on the left side while going backwards. During this caution period, most of the leaders led by Elliott and Hamlin pitted. The rest, led by Keselowski and Preece, remained on the track. Heim used his fresh tires to emerge as the first competitor a lap down when the latest caution flew. As a result, he was awarded the free pass to cycle back on the lead lap.
During a one-lap shootout to cap off the second stage period, Elliott went from third to first. He overtook Keselowski to capture his first Cup stage victory of the 2026 season. The second stage period concluded on Lap 165. Reddick settled in second ahead of Keselowski, Hamlin and Preece. Suarez, Buescher, Herbst, Hocevar and Bowman were scored in the top 10, respectively. By then, 30 of 38 starters were scored on the lead lap.
During the event’s second stage break period, a handful of competitors pitted. They were led by Keselowski and Preece, along with McDowell, Briscoe and Cody Ware. The rest, led by Elliott, remained on the track.
With 95 laps remaining, the final stage period commenced as Elliott and Reddick occupied the front row. At the start, the latter two dueled for the lead through the frontstretch, first two turns and the backstretch. Elliott used the inside lane to pull away from Reddick through Turns 3 and 4, leading the next lap. As Elliott led Reddick, Hamlin tracked down both in third place. Suarez, Buescher, Herbst, Hocevar, Bowman, Byron and Stenhouse were racing in the top 10. As various on-track battles ensued within the field, Elliott led by half a second over Reddick with 90 laps remaining.
Down to the final 75 laps of the event, Elliott maintained the lead by three-tenths of a second. He was followed by a hard-charging Reddick. Third-place Hamlin trailed by more than a second. Elliott increased his advantage to nine-tenths of a second during the next five laps and more than a second over the next 10 laps.
Then, with 57 laps remaining, a late cycle of green-flag pit stops commenced. Chastain and Byron pitted their respective Chevrolet entries. Bowman, Busch, Austin Dillon, Erik Jones and Cindric also pitted during the next lap. Chastain was nabbed for speeding on pit road. Zilisch, Preece, Zane Smith, Ty Dillon and Buescher all pitted during the following three laps. The leader, Elliott, and Reddick pitted with 52 laps remaining.
As the green flag pit stops continued, Hamlin led a single lap before he pitted a lap after Elliott and Reddick pitted. With both Elliott and Reddick cycling ahead of Hamlin, the top-seven competitors led by Hocevar remained on the track with 50 laps remaining. Hocevar continued to lead until he pitted with 45 laps remaining. This left the leader Blaney, Heim and Briscoe out as the lone trio of competitors who had yet to pit. Blaney then pitted from the lead and relinquished the top spot to Heim with 40 laps remaining. By then, Elliott trailed the lead by six seconds. Reddick and Hamlin also trailed the lead by seven and eight seconds, respectively.
Down to the final 30 laps, Heim, who was mired behind lapped traffic, continued to lead by over Elliott as the latter overtook Briscoe for the runner-up spot. Another lap later, Elliott overtook Heim for the lead as Heim, who was running low on fuel, pitted under green. With Elliott leading, Hamlin overtook Briscoe for the runner-up spot. He trailed Elliott by more than a second while Reddick, Buescher, Suarez, Bowman, Herbst, Hocevar and Busch were in the top 10, respectively.
With 20 laps remaining, Elliott maintained the lead by more than a second over Hamlin while third-place Reddick trailed by more than three seconds. Buescher and Suarez remained in the top five while Bowman, Herbst, Hocevar, Busch and Byron occupied the top-10 spots ahead of Austin Cindric, Wallace, Nemechek, Preece, Connor Zilisch, Shane van Gisbergen, Austin Dillon, Blaney, Erik Jones and Keselowski, all of whom were scored on the lead lap. Meanwhile, both Heim and Briscoe were mired in 24th and 26th following their late green flag pit stops.
Then with 11 laps remaining, the caution flew when Heim snapped sideways by himself through Turns 3 and 4 and backed his No. 67 Robinhood Toyota Camry XSE entry hard against the outside wall, which damaged the rear end of the entry and terminated Heim’s strong performance. During the caution period, split pit strategies ensued as some led by Reddick pitted while eight competitors, including the leader Elliott and Hamlin, remained on the track.
The next restart with four laps remaining featured Hamlin and Elliott dueling for the lead through the frontstretch and the first two turns before Elliott used the inside lane to muscle ahead of Hamlin through the backstretch. While Reddick was using two fresh tires to motor up to fifth place, Elliott led the next lap. Reddick had his late-race charge stalled as he could not reel in Buescher for fourth place, while Elliott continued to lead by a steady margin over Hamlin.
When the white flag waved and the final lap started, Elliott remained in the lead over Hamlin while Nemechek got wrecked by Kyle Busch through Turns 3 and 4. With Nemechek nursing his damaged entry below the racing surface, the event remained under green flag conditions. As Hamlin was unable to mount a final-lap charge, Elliott was able to cycle back to the frontstretch and claim the checkered flag by four-tenths of a second.
With the victory, Elliott, who won at Martinsville Speedway in late March after beating Hamlin then, notched his 23rd NASCAR Cup Series career win in his 369th series start, his second at Texas in three years and his second of the 2026 season, thus becoming the second repeat winner through 11 events this season. Elliott’s Texas victory was also the second of the 2026 season for Hendrick Motorsports and the third for the Chevrolet manufacturer.
Photo by Jake Daugherty for SpeedwayMedia.com.
“I’ve not been a huge fan of [Texas] and I’ve made that very obvious,” Elliott said on the frontstretch on FS1. “To continue to work hard, I really think this is a testament to not just the whole No. 9 team, but also everybody at Hendrick Motorsports because we’ve not been where we wanted to be throughout portions of this season. Man, everybody’s just been digging in really hard, from the engine shop at Hendrick Motorsports to all the setup shops, to everybody at Team Chevy. Just crazy. To say as much as we struggled out here to have won two races here now in the last few years is pretty wild. Just super grateful for all the people that help make this possible. Looking forward to celebrating with them.”
“I wasn’t really sure whether to go top or bottom [lane during the final restart],” Elliott added. “The bottom had been winning out on a lot of the restarts. I just felt like man, if I didn’t get clear off of [Turn] 2, I was going to be in a lot of trouble. Fortunately, Alex [Bowman] gave me a great push. [I] Was able to execute Turns 1 and 2, get clear and then just kind of manage the last few laps. It worked out really good.”
Denny Hamlin, who led 21 laps, settled in second place for his 10th top-five result in 38 Cup starts at Texas and his fifth top-five result of the 2026 season.
“[The battle] was really close, for sure,” Hamlin said. “Props to the No. 9 team and really, [Reddick] that last third stage. They had some really good speed. I thought I was gonna get there, especially with as hard as [Keselowski] was trying to hold off [Elliott]. Hats off to his whole Progressive Toyota team. We did good. I didn’t have great restarts all day and you get a step behind a little bit. It’s just those little fine small details.
I thought I got a good restart there at the end, side by side, but then, the way the side-draft works right there into Turn 1, with [Elliott] getting a push from [Bowman], it just allowed his momentum to pick up a little bit quicker than mine. I tried to hang on to the side, but I was just getting tighter the closer I was getting to him. Good, decent day. Just one [position] short.”
Alex Bowman notched his second consecutive third-place result while points leader Tyler Reddick and Chris Buescher finished in the top five. Daniel Suarez, pole-sitter Carson Hocevar, William Byron, Bubba Wallace and Ryan Blaney completed the top 10 in the final running order.
Notably, Brad Keselowski and Ryan Preece finished 13th and 14th behind Erik Jones, Kyle Busch ended up in 20th place following his late on-track skirmish with John Hunter Nemechek and Chase Briscoe ended up a lap down in 23rd place. In addition, rookie Connor Zilisch settled in 16th place for his third top-20 result of this season.
There were 23 lead changes for 11 different leaders. The event featured seven cautions for 40 laps. In addition, 20 of 38 starters finished on the lead lap.
Following the 11th event of the 2026 NASCAR Cup Series season, Tyler Reddick continues to lead the standings. He is 109 points ahead of Denny Hamlin, 117 over Chase Elliott, 155 over Ryan Blaney and 181 over Chris Buescher.
Results:
Chase Elliott, 87 laps led, Stage 2 winner
Denny Hamlin, 21 laps led
Alex Bowman
Tyler Reddick
Chris Buescher
Daniel Suarez
Carson Hocevar, 40 laps led
William Byron
Bubba Wallace
Ryan Blaney, five laps led
Riley Herbst, one lap led
Erik Jones, 13 laps led, Stage 1 winner
Brad Keselowski, four laps led
Ryan Preece
Austin Cindric
Connor Zilisch
Shane van Gisbergen
Austin Dillon
Ricky Stenhouse Jr.
Kyle Busch
John Hunter Nemechek, one lap down
Zane Smith, one lap down
Chase Briscoe, one lap down, four laps led
Ty Dillon, one lap down
AJ Allmendinger, one lap down
Ross Chastain, one lap down
Michael McDowell, one lap down
Noah Gragson, one lap down
Josh Berry, one lap down
Cody Ware, two laps down
Corey Heim – OUT, Accident, 69 laps led
Todd Gilliland, 13 laps down
Chad Finchum, 44 laps down
Kyle Larson, 87 laps down
Cole Custer, 94 laps down
Ty Gibbs – OUT, Accident, one lap led
Joey Logano – OUT, Accident
Christopher Bell – OUT, Accident, 22 laps led
Next on the 2026 NASCAR Cup Series schedule is the Go Bowling at The Glen (Watkins Glen International) in Watkins Glen, New York. The event is scheduled to occur next Sunday, May 10, and air at 3 p.m. ET on FS1, MRN, SiriusXM and HBO MAX.
Austin Dillon and the No. 3 Bass Pro Shops/Winchester AA White Flyer Team Push Forward for Top-20 Result at Texas Motor Speedway
Finish: 18th Start: 38th Points: 27th
“We had to battle through that one. Starting at the back of the field without practice made it a long one for our Bass Pro Shops/Winchester AA White Flyer team but we kept chipping away it. Our Chevrolet was tight from the start, and dirty air definitely didn’t help. We ran some of our fastest laps of the day towards the end of the race though, so we made it better from the start. Proud of this No. 3 team and everyone at RCR and ECR.” -Austin Dillon
Kyle Busch and the No. 8 zone Watermelon x Circle K Chevrolet Team Showcase Top-10 Speed Before Late Race Contact Derails Finish at Texas Motor Speedway
Finish: 20th Start: 6th Points: 26th
“Disappointing end to the day for the No. 8 zone Watermelon Chevrolet team, but we are making steps in the right direction. We ran in the top-10 for most of the race today at Texas Motor Speedway, and started the weekend with a solid sixth-place qualifying effort. Unfortunately, we ended up with right-front damage after contact battling for position on the final lap. It turned our top-10 day into a 20th-place result.” -Kyle Busch
TWO TOYOTA TOP-FIVES IN TEXAS Seven Camry drivers lead laps at 1.5-mile Texas oval
FORT WORTH (May 3, 2026) – Denny Hamlin led Toyota in Sunday’s NASCAR Cup Series race with a second-place finish at Texas Motor Speedway. Tyler Reddick also earned a top five result at the 1.5-mile Texas oval with a fourth-place result on Sunday. The points leader continued his streak of finishing every race in the top 15 this season.
Seven Toyota Camry XSE drivers took turns leading 131 laps (of 267) at the front of the field with Corey Heim leading 69 laps in Sunday’s race. Christopher Bell led 22 laps early before being clipped by another competitor while leading the field, ending his day early.
TOYOTA RACING Post-Race Recap NASCAR Cup Series (NCS) Texas Motor Speedway Race 11 of 36 – 400.5 miles, 267 laps
TOYOTA FINISHING POSITIONS
1st, Chase Elliott*
2nd, DENNY HAMLIN
3rd, Alex Bowman*
4th, TYLER REDDICK
5th, Chris Buescher*
9th, BUBBA WALLACE
11th, RILEY HERBST
12th, ERIK JONES
21st, JOHN HUNTER NEMECHEK
23rd, CHASE BRISCOE
31st, COREY HEIM
36th, TY GIBBS
38th, CHRISTOPHER BELL
*non-Toyota driver
TOYOTA QUOTES
DENNY HAMLIN, No. 11 Progressive Insurance Toyota Camry XSE, Joe Gibbs Racing
Finishing Position: 2nd
Was there anything you could’ve done to get past Chase Elliott?
“I could’ve risked it off of (turn) 2 and crashed both of us. I thought had I hung onto his quarter panel anymore, I just thought that I was going to end up hitting the fence. Just not quite what I needed. I got the first part of the restart really well just he got that push from the 48 (Alex Bowman) right there right entering turn 1 and it was just enough to slow my momentum and pick his momentum up. Really close – just not quite enough.”
What positives can you take from today’s second place finish?
“These mile-and-a-halves have been really, really good for us on this 11 team and all of the Toyotas really. We’re doing a great job with what we’ve got, and I wish we’d get the wins with as fast as we are but we’re still putting together good races.”
TYLER REDDICK, No. 45 ROCKSTAR ENERGY DRINK Toyota Camry XSE, 23XI Racing
Finishing Position: 4th
What did you tell your crew chief you needed late in the race to be able to get upfront?
“I was just giving him feedback on what I’m feeling. We were hoping that as it played out there on the restart behind the 9 (Chase Elliott) that we’d have a little something left to be able to close the gap and maybe be close enough to pass for the cycle or after and unfortunately for us and our Rockstar Energy Camry, it didn’t play out that way. We were all very close with the 9 and the 11 (Denny Hamlin). Just kind of spread out a little bit there. I was hoping I was going to have a little bit of speed late in the run to close and it didn’t really happen for us. All in all, it was a solid day. It was nice to go for it there with two tires. Just had a couple passes that took a little longer than they needed to and that was the difference. I don’t know if we would’ve got back to the lead, but I think if we played it perfectly, we could’ve got second. All in all, it was a good day.”
TY GIBBS, No. 54 Interstate Batteries Toyota Camry XSE, Joe Gibbs Racing
Finishing Position: 35th
“I haven’t seen the replay. It broke one of the little welds on the front clip, so it probably wasn’t the best decision to go back out. We weren’t going to be fast, so we’ll go racing next week.”
CHRISTOPHER BELL, No. 20 Rheem Toyota Camry XSE, Joe Gibbs Racing
Finishing Position: 38th
What happened to take you out of the race early?
“It was another one of those 50-50 calls. Me and Denny (Hamlin) were side by side and I saw him (Todd Gilliland) spinning and Denny lifted and I thought that I could shoot the gap on the bottom. And I thought I did shoot the gap on the bottom, but I got clipped.”
What does your team need to do to turn your luck around?
“We don’t need to do anything. I’m really thankful to have fast cars to drive, thankful to be driving for Joe Gibbs Racing, to be able to carry the Rheem colors and thankful I get another opportunity next week. It’s going to turn around at some point.”
About Toyota
Toyota (NYSE:TM) has been a part of the cultural fabric in North America for nearly 70 years, and is committed to advancing sustainable, next-generation mobility through our Toyota and Lexus brands, plus our more than 1,800 dealerships.
Toyota directly employs nearly 64,000 people in North America who have contributed to the design, engineering, and assembly of over 50 million cars and trucks at our 14 manufacturing plants. In 2025, Toyota’s plant in North Carolina began to assemble automotive batteries for electrified vehicles.
The Dollar Tree 301, the penultimate race of the NASCAR Cup Series regular season, will take place at New Hampshire Motor Speedway (NHMS) on Sunday, Aug. 23.
Dollar Tree’s partnership extends beyond NHMS, as the company has been named Official Value Retailer of Speedway Motorsports with display activation and promotional rights across 10 speedway properties and 15 NASCAR Cup Series race weekends.
One of North America’s largest and most-loved value retailers, Dollar Tree operates more than 9,200 stores and 18 distribution centers with more than 150,000 associates across the United States and Canada.
LOUDON, N.H. (May 3, 2026) – Speedway Motorsports and Dollar Tree officials announced today the value retailer has been named entitlement sponsor of the NASCAR Cup Series (NCS) race at New Hampshire Motor Speedway (NHMS) and Official Value Retailer of Speedway Motorsports.
The Dollar Tree 301 will take place at 3 p.m. on Sunday, Aug. 23 at NHMS. As the only annual NCS race in New England, the Dollar Tree 301 at “The Magic Mile” will be broadcast worldwide on USA Network, PRN and SiriusXM NASCAR Radio.
“NASCAR fans are some of the most passionate consumers in sports, and partnering with Speedway Motorsports provides a powerful opportunity to connect with them in a meaningful way,” said Mike Creedon, Chief Executive Officer, Dollar Tree. “We see this partnership and our race entitlement at New Hampshire Motor Speedway as an invitation for fans to experience the value, convenience and discovery that only Dollar Tree can offer. Just as the sport thrives on teamwork and dedication to deliver for its fans, our more than 150,000 associates across the country share that same drive to deliver excellence every day for our customers.”
In addition to adding their name to New England’s only NCS race, Dollar Tree has branded the “More Fun. More Value” pages across all track websites in the Speedway Motorsports family as well as a ticket offer that includes a $10 Dollar Tree gift card with a purchase of at least two tickets. Dollar Tree will activate in Speedway Motorsports Fan Zones with feature appearances from NCS drivers Erik Jones and John Hunter Nemechek of LEGACY MOTOR CLUB.
“We’re thrilled to put Dollar Tree’s name on our NASCAR Cup Series race,” said New Hampshire Motor Speedway Executive Vice President and General Manager David McGrath. “Attending a NASCAR race at New Hampshire Motor Speedway is the best value in pro sports, and our team strives to provide a top-notch experience with convenient options for race fans to make memories without breaking the bank. We can’t think of a better partner than Dollar Tree to join us in that mission. We look forward to welcoming veteran race fans to the Dollar Tree 301 as well as those discovering NASCAR for the first time – they’re sure to be race fans by the time that checkered flag waves.”
Through the partnership, Dollar Tree will activate through a series of NHMS assets, including VIP hospitality throughout race weekend for customers, vendors and associates, venue signage and branding, the opportunity to name the Grand Marshal and Honorary Starter for the race and exclusive promotional rights.
Dollar Tree has proven to be a true supporter of the sport, also serving as a partner of LEGACY MOTOR CLUB, which is owned by seven-time NCS champion, Hall of Famer and three-time NHMS winner Jimmie Johnson. As a primary partner, Dollar Tree anchors select race weekends with high-impact paint schemes on cars for both Jones and Nemechek, extending its brand from the track to fans nationwide.
“This partnership reflects the momentum we’re building with Dollar Tree,” said Johnson. “Dollar Tree stepping into an entitlement role at New Hampshire Motor Speedway with Speedway Motorsports speaks to their belief in the sport and the fans – they are committed. Dollar Tree has been an incredible partner to LEGACY MOTOR CLUB with their full sponsorship of the Nos. 42 and 43 – they want to be in our sport long term, and I’m honored to be in business with them.”
This summer’s Dollar Tree 301 will be the 55th NCS race at the flat 1.058-mile oval and one of three NASCAR races at “The Magic Mile” from Aug. 21-23. A critical stop on the schedule, the Dollar Tree 301 will be one of the final chances for drivers to earn enough points to secure a spot in The Chase. It will be preceded on Doubleheader Saturday by the Team EJP 175 NASCAR CRAFTSMAN Truck Series (NCTS) race (1:30 p.m.) and the Mohegan Sun 100 NASCAR Whelen Modified Tour (NWMT) race (4:30 p.m.).
Tickets:
For tickets and camping for New England’s only NCS weekend, featuring the Dollar Tree 301 NCS race, Team EJP 175 NCTS race, Mohegan Sun 100 NWMT race and SIG SAUER Academy Dirt Duels, fans should visit NHMS.com or call 833-4LOUDON. Tickets for kids 12 and under are just $10 on Sunday, free on Doubleheader Saturday and start at $10 on Friday.
Follow Us:
Keep track of all of New Hampshire Motor Speedway’s events by following on Facebook (@NHMotorSpeedway), X (@NHMS) and Instagram (@NHMS). Keep up with all the latest information on the speedway website (NHMS.com) and mobile app.
About Dollar Tree, Inc.
Dollar Tree, Inc. (NASDAQ: DLTR), headquartered in Chesapeake, Va., is one of North America’s largest and most-loved value retailers, known for delivering great value, convenience and a “thrill-of-the-hunt” discovery shopping experience. With a team of approximately 150,000 associates, Dollar Tree operates more than 9,200 stores and 18 distribution centers across 48 contiguous states and seven Canadian provinces under the brands Dollar Tree and Dollar Tree Canada. The company is committed to being a responsible steward of its business – supporting its people, serving its communities and creating lasting value. Additional information about Dollar Tree can be found at www.DollarTree.com.
Connor Zilisch made his Texas Motor Speedway debut this weekend by competing in the NASCAR O’Reilly Auto Parts Series Saturday afternoon. The 1.5-mile speedway is one of the last tracks that the Trackhouse Racing driver hasn’t had a start on prior to this weekend.
On Friday, the 19-year-old made a return to the No. 1 JR Motorsports Registix Chevrolet for practice and qualifying under cloudy skies. Zilisch had a strong qualifying effort of fourth heading into Saturday’s race.
When Saturday rolled around, there were completely different track conditions with more sunshine and temperatures in the 70s, a complete change from the day before.
As the green flag flew for the 200-lap race, Zilisch was a contender through the majority of the race. He battled for the first stage win, but had to settle for second to his teammate and Stage 1 winner, Justin Allgaier.
In the second stage, Zilisch would be out front, taking the lead at Lap 57, leading through Lap 93, and winning the stage.
— NASCAR O’Reilly Auto Parts (@NASCAROReillyAP) May 2, 2026
At the beginning of the final stage, there was a thrilling battle for the lead with Brent Crews and another JR Motorsports car of Kyle Larson. Both Larson, Zilisch, and Crews were three wide coming off Turn 4. In doing so, the three cars nearly wrecked on the frontstretch.
Larson was able to breakaway with the lead, while Zilisch began to fall back through the field as his car started to plow and get tight after slight contact. Unfortunately, as a result, he would have a flat right front tire go down and had to make a unscheduled pit stop to fix the damage. This would put a hamper on his day and could never recover. Zilisch would finish 21st, one lap down.
Had a great car all weekend until the moment we didn’t. Great performance by @ConnorZilisch in Stage 1 and Stage 2 today. Stratching our heads why things went south in stage 3, but we will study it hard when it gets back. Congratulations to the 88 and 7 guys on a 1-2 finish! https://t.co/CynTs7UIX1
Meanwhile, Zilisch qualified in the 12th position for the Cup Series race for Sunday afternoon, with a lap time of 28.430 seconds at 189.940 mph, which is his best qualifying outing since his Cup Series debut last year at the Circuit of the Americas where Zilisch started 14th.
ADEL, Ga. (May 3, 2026) – Tasca Racing delivered another weekend of measurable progress and competitive performance at the NHRA Southern Nationals at South Georgia Motorsports Park, highlighted by a strong qualifying effort and a competitive first-round showing on race day.
Austin Prock opened qualifying Friday with an early shutoff pass after the Mustang overpowered the track just before the 330-foot mark, resulting in a 5.407-second run at 132.14 mph. Despite the early tire smoke, the run provided encouraging incremental data, signaling forward momentum.
The team responded in Q2 with one of the most complete runs of the weekend. Prock guided the Mustang to a smooth and controlled 3.956-second pass at 331.94 mph, establishing a strong baseline and moving the team into the No. 6 qualifying position heading into Saturday.
Following a lengthy rain delay that pushed Saturday’s Q3 session into the evening, Prock encountered a dropped cylinder at the hit, resulting in a 5.847-second run. With weather ultimately canceling Q4, the Ford Racing Mustang Funny Car locked into the No. 6 qualifying spot for race day.
On Sunday, Prock faced No. 9 qualifier Spencer Hyde in the opening round of eliminations. Prock dropped a cylinder immediately at the step, which slowed the Mustang early in the run. He still recorded a 4.101-second pass at 319.82 mph, but Hyde gained the advantage and maintained it throughout, advancing with a 3.978-second run at 322.81 mph.
While the result marked a first-round exit, the performance metrics reflected continued progress for the Tasca Racing program as it works to fully optimize its engine package.
“We made a strong run in qualifying and showed what this car is capable of,” Prock said. “The team is making steady gains, and we’re getting closer to putting together full, consistent runs every time out.”
Tasca Racing will look to build on the weekend’s performance gains as the NHRA Mission Foods Drag Racing Series continues in Chicago for the Route 66 Nationals, May 14th-17th, with a focus on translating improved consistency into round wins.
Haiden Deegan Continues Reign of Dominance in 250SMX West Division
DENVER (May 2, 2026) – The penultimate race of a historic 2026 Monster Energy AMA Supercross Championship traveled to the Mile High City for Round 16 of the Monster Energy SMX World Championship, where a jubilant crowd gathered inside Empower Field at Mile High to watch the latest chapter in one of the closest 450SMX Class title fights of all time. On a night in which he would greatly benefit from a winning performance, Honda HRC Progressive’s Hunter Lawrence rose to the occasion to wrestle away the championship momentum from points leader and Progressive Insurance Cycle Gear Suzuki racer Ken Roczen to set up the first winner-take-all showdown between two international athletes at the season finale.
The tension packed 20 Minutes + 1 Lap 450SMX Class Main Event began with a holeshot by Red Bull KTM Factory Racing’s Jorge Prado, just ahead of Lawrence and Red Bull KTM Factory Racing’s Eli Tomac, the Colorado native making his anticipated return from injury. Monster Energy Yamaha Star Racing’s Cooper Webb, the reigning Supercross champion, slotted into fourth ahead of Roczen, who was carrying the red plate for the first time this season. Lawrence went on the attack immediately and was able to take control of the race lead on the second lap, as Webb slotted into third and Roczen up to fourth after Tomac stalled his motorcycle and lost several positions.
A clear track allowed Lawrence to sprint to a multi-second gap over the field, which forced Roczen to push the pace and move forward. The German native got by Webb and then made his way around Prado to move into second. Roczen faced about a 4.5 second deficit to Lawrence with just under 17 minutes left in the race. As the lead pair pulled away, a spirited battle for third unfolded between Prado, Webb, and Tomac, who bounced back from his early misfortune. The hometown favorite got by both riders to move within podium position just past the halfway point of the race. Lawrence, meanwhile, added to his lead and moved out nearly 10 seconds clear of Roczen. The Australian continued to build on his advantage to put the race out of reach.
Lawrence wrapped up his fifth win of the season by 13.2 seconds over Roczen to swing the championship momentum into the Honda rider’s favor. Tomac rode to his ninth podium finish of the season in third after missing the previous two races. It marked the 111th podium of his Supercross career, which moved him into a tie with the “King of Supercross” Jeremy McGrath for second all-time.
Just a single point separates Lawrence and Roczen heading to the Salt Lake City finale, with Roczen holding the slim edge. The duo shares the class lead in both wins, with five apiece, and podiums, with 12 each, and are in pursuit of their maiden premier class crown in Supercross. They’ll be the lone combatants for the championship after mathematically eliminating Webb, who finished 11th following a late crash with Prado.
In support of the championship coming down to the wire, fans of Monster Energy Supercross still have time to enter the Kickstart for a Cause: Love Moto Stop Cancer campaign for a chance to win Ken Roczen’s Supercross Race Bike, a race set up Suzuki RM-Z450, by giving to St. Jude Children’s Research Hospital. A minimum donation of $1 provides 10 entries, while larger donations go further to provide crucial help for St. Jude patients in a variety of ways. The deadline to enter is 11:59 p.m. PT on Monday, May 4, with a winner announced via random draw at the Salt Lake City Supercross Final.
Honda HRC Progressive’s Hunter Lawrence captured a dominant and crucial victory in the historically close 450SMX Class title fight.
Hunter Lawrence – 1st Place – 450SMX Class “It’s good. When I see the [30] second board go sideways I get so excited. Let’s go out, have fun, and do what I love to do. It couldn’t have been much better than that. I’m really happy. Let’s go to Salt Lake, baby.”
Ken Roczen – 2nd Place – 450SMX Class “It was a great race, I’m honestly happy with it. I just wasn’t fast enough, all day really. I know I had a great lap in Qualifying, but Hunter [Lawrence] was on it all day. Once I got into second, I tried a little bit [to catch Lawrence] but I didn’t want to override because it was going to be a long Main Event. I just settled into second. We had a four-point lead, it’s one point now. It is what it is going into the last race. That’s most exciting for the fans, us, and everyone.”
Eli Tomac – 3rd Place – 450SMX Class “I’m just glad to land on the podium for the Colorado fans. I was so bummed when I stalled in the sand. I was able to claw back and have some fun on this track. It was a good bounce back [from the miscue]. I’m just happy to be back for these last two rounds. I love being on the West Coast and we’ll try to go get another podium next week.”
Even though the championship had already been decided, anticipation was high for the return of the Western Divisional 250SMX Class, which last competed for a standalone race in February. All eyes were on newly crowned back-to-back champion Haiden Deegan and his Monster Energy Yamaha Star Racing squad, as both have been in the midst of dominant seasons rewriting the record books. The 15 Minutes + 1 Lap Main Event kicked off with the Star Yamaha duo of Deegan and Max Anstie side-by-side, as Anstie narrowly grabbed the holeshot but quickly gave way to Deegan, who sprinted out to a multi-second advantage. Anstie proceeded to drop to fifth as Toyota Redlands BarX Yamaha’s Lux Turner moved up to second, Monster Energy Pro Circuit Kawasaki’s Levi Kitchen up to third, and Rockstar Energy Husqvarna Factory Racing’s Ryder DiFrancesco into fourth.
As Deegan’s lead grew to nearly five seconds, Kitchen was able to take control of second from Turner, as the Yamaha rider soon dropped out of podium position following passes by DiFrancesco and Anstie. The lead group went unchanged through the remainder of the race as Deegan managed a gap between five and six seconds over Kitchen, who strengthened his hold of second as the race wore on while DiFrancesco did the same from third.
Deegan lapped his way up into the top 10 and cruised to his seventh victory of the season, the most in all of Monster Energy Supercross, by a margin of 3.5 seconds over Kitchen, with DiFrancesco in third. Deegan’s triumph signified the 14th win of his career, which moved him into sole possession of third on the all-time 250SMX Class wins list in Supercross. It also set a new single season record for 250SMX Class wins by a manufacturer with 15, which have come from five different Monster Energy Yamaha Star Racing athletes.
With the title in hand, Deegan heads to the East/West Showdown in Salt Lake City with an eye on cementing his status as one of the all-time greats in the smaller displacement in his final 250SMX Class start. The battle for second in the championship will come down to the wire between Kitchen (2nd), Anstie (3rd), and DiFrancesco (4th) with eight points separating the trio.
Monster Energy Yamaha Star Racing’s Haiden Deegan’s first race as West Division Champion featured a dominant performance for his seventh win of the season.
Haiden Deegan – 1st Place – Western Divisional 250SMX Class “I’ve got to get [more] 250 [class] wins and add it to the record books. That was a good race; a perfect start and led it [from the beginning]. I got up to about a six second gap and just tried to pace myself and put on a show for the Colorado fans.”
Levi Kitchen – 2nd Place – Western Divisional 250SMX Class “I’m actually really happy. Last week I hadn’t rode yet and I wasn’t sure if I was going to race. I had a really good week and I’m pumped [with this result]. I got up into second and just tried to put good laps in. The track was really difficult and could kind of bite you. I’m looking forward to finishing Supercross and heading outdoors.”
Ryder DiFrancesco – 3rd Place – Western Divisional 250SMX Class “Moving up the championship standings has been the goal the past few weeks. Second would be ideal. Tonight, once I got into third there wasn’t really anything I could do. I just pulled it in and finished with a solid effort. We’ll go to Salt Lake City and try to stack [more] points.”
The Monster Energy SMX World Championship and Monster Energy AMA Supercross Championship will come to a thrilling and history-making conclusion next Saturday, May 9, with the Round 17 finale from Salt Lake City’s Rice-Eccles Stadium. Live comprehensive broadcast coverage will be available exclusively on Peacock, beginning at 1 p.m. ET with Race Day Live, followed by a special Pre-Race Show at 6:30 p.m. ET before Gate Drop at 7 p.m. ET. A special encore network presentation will air on NBC on Sunday, May 10, at 3 p.m. ET. Additionally, a domestic Spanish language broadcast is available on Peacock while international viewers can choose from dedicated English, French, and Spanish broadcasts via SMX Video Pass (www.SMXVideoPass.com).
All 17 rounds of the 2026 Monster Energy AMA Supercross Championship and 11 rounds of the Pro Motocross Championship are on sale. Tickets for the SMX World Championship Playoff Rounds and Final are now on sale at Supermotocross.com. Saturday FanFest will take place at all postseason races, Friday FanFest and camping will be available in Columbus and Ridgedale, additional details to follow.
For information about the Monster Energy SMX World Championship, please visit www.SuperMotocross.com and be sure to follow all of the new SMX social media channels for exclusive content and additional information on the latest news: Instagram: @supermotocross Facebook: @supermotocross X: @supermotocross YouTube: @supermotocross TikTok: @supermotocross
About the Monster Energy SMX World Championship: The Monster Energy SMX World Championship™ is the premier off-road motorcycle racing series in the world that combines the technical precision of stadium racing with the all-out speed and endurance of outdoor racing. Created in 2022, the Monster Energy SMX World Championship Series combines the Monster Energy AMA Supercross Championship and the AMA Pro Motocross Championship into a 28-round regular season that culminates with the season-ending SMX World Championship Playoffs. Visit SuperMotocross.com for more information.
About Monster Energy AMA Supercross Championship: Monster Energy AMA Supercross is the most competitive and highest-profile off-road motorcycle racing championship on the planet. Founded in America and sanctioned by the American Motorcyclist Association (AMA) since 1974. Over 17 weeks, Supercross attracts some of the largest and most impressive crowds inside the most recognizable and prestigious stadiums in North America to race in front of nearly one million live fans and broadcast to millions more worldwide. For more information, visit SupercrossLIVE.com.
About Pro Motocross Championship: The Pro Motocross Championship features the world’s fastest outdoor motocross racers, competing aboard homologated bikes from one of seven competing manufacturers on a collection of the roughest, toughest tracks on the planet. Racing takes place each Saturday afternoon, with competition divided into two classes: one for 250cc machines, and one for 450cc machines. MX Sports Pro Racing, the industry leader in off-road powersports event production, manages the Pro Motocross Championship. For more information, visit ProMotocross.com.
About Feld Motor Sports, Inc.: Feld Motor Sports, Inc. is the worldwide leader in producing and presenting specialized arena and stadium-based motorsports entertainment. Properties include Monster Jam®, Monster Energy AMA Supercross, and the Monster Energy SMX World Championship. Feld Motor Sports, Inc. is a subsidiary of Feld Entertainment, Inc. Visit monsterjam.com, SupercrossLIVE.com, and feldentertainment.com for more information.
About MX Sports Pro Racing, Inc.: MX Sports Pro Racing, Inc., manages and produces the world’s premier motocross racing series – the Pro Motocross Championship, sanctioned by AMA Pro Racing. MX Sports Pro Racing is an industry leader in off-road powersport event production and management, its mission is to showcase the sport of professional motocross competition at events throughout the United States. Through its various racing properties, partnerships and affiliates, MX Sports Pro Racing, Inc., organizes events for thousands of action sports athletes each year and attracts millions of motorsports spectators. Visit MXSportsProRacing.com for more information.
If you spend any time in a NASCAR infield or scrolling through racing forums, one thing becomes obvious fast — the parking lot tells the same story as the track. American-made pickups dominate. Trucks outnumber sedans by a wide margin. And the conversation about cars rarely stays on horsepower; it eventually circles back to financing, depreciation, and what a stock-car-loving family actually pays for the privilege of driving the vehicles they love.
The connection between racing fandom and real-world buying decisions is stronger than most people realize. It’s not just preference. It’s a measurable economic pattern.
NASCAR Fans Are 68% More Likely to Own a Truck
A widely-cited NASCAR demographic analysis shows fans are 68% more likely than non-fans to own a truck, and 76% more likely to pay more for high-quality products. They’re also nearly twice as likely as the average American adult to be in the market for a car or truck within the next 12 months — 37% versus 20%, according to YouGov Profiles data.
That’s not a coincidence. Stock car racing originated in the American South, evolved alongside Detroit’s full-size truck era, and built its identity around vehicles that haul, tow, and survive. Ford, Chevrolet, and Toyota — the three manufacturers competing in the Cup Series — also happen to build the three best-selling pickup trucks in the country. The fan-to-buyer pipeline is structural, not accidental.
But here’s where the romance of the sport meets the math of real life: a 2026 Ford F-150 XLT crew cab runs around $55,000. A Chevy Silverado 1500 LT in similar trim is close behind. A Toyota Tundra Limited can push past $58,000. These aren’t the budget-friendly numbers most fans grew up with.
The Real Cost Isn’t on the Sticker
Here’s a number that surprises even seasoned truck buyers: the average new-car monthly payment in the United States hit $767 in Q4 2025, according to Experian’s State of the Auto Finance Market report. Average loan amount: $43,582. Average term: nearly 69 months — almost six years of payments on a single vehicle.
For a NASCAR fan eyeing a fully-equipped F-150 or Silverado, the actual numbers run higher. A $55,000 truck with $5,000 down at 6.5% APR over 60 months works out to roughly $985 per month — and that’s before adding sales tax, registration, and any state-specific fees. Run it in a high-tax state like California (where local rates can hit 11.25% in some cities), and the same loan adds nearly $200/month in tax burden alone.
This is why so many buyers end up underwater on their loans. The truck looks affordable on the lot. The 84-month financing makes the monthly payment look manageable. But by year three, depreciation has outpaced principal payoff, and the buyer owes more than the truck is worth.
What the Smart Money Does
Veteran motorsports fans — the ones who’ve owned five or six trucks across their adult lives — tend to do three things differently:
They get pre-approved through a credit union before walking into a dealership. Three credit unions in particular consistently beat dealer financing on truck loans: PenFed, Navy Federal, and local options like Golden 1 in California or BECU in the Pacific Northwest. The pre-approval becomes leverage in the F&I office, even if the buyer ultimately takes dealer financing.
They calculate the total cost before negotiating, not after. This means knowing the sales tax rate of their county (not their state — local rates vary), the annual registration fees, and the actual monthly payment based on their credit tier. A buyer with a 740 FICO will see APRs around 4.66%; a buyer at 620 might see 11% or higher. On a $50,000 loan, that spread is roughly $385 per month — same truck, same dealer, completely different financial reality.
They use a Car Payment Calculator before committing. Running real numbers — exact MSRP, exact down payment, exact local tax rate, exact term — turns a vague feeling about affordability into a concrete monthly figure. It also reveals when a $1,000 increase in down payment is worth more than a 0.25% rate reduction, or when extending a term from 60 to 72 months costs $4,000 in additional interest for $80 in monthly relief.
Manufacturer Loyalty Has a Real Cost
NASCAR fans are famously loyal to manufacturers. A Ford fan stays with Ford. A Chevy fan dies a Chevy fan. Toyota’s growing presence in the sport since 2007 has built its own fanbase. This loyalty translates to truck purchases — but it can also lock buyers into worse deals.
When a Ford-loyal buyer walks into a Ford dealership, the dealer knows the cross-shopping is limited. Negotiation leverage drops. The same buyer cross-shopping Ford against Chevy and Ram simultaneously gets the best deal — even if they ultimately buy the Ford anyway.
This isn’t a knock on loyalty. It’s a recognition that the financial mechanics of the buying process don’t care about a buyer’s favorite driver. A $1,500 negotiation difference compounds to roughly $1,800 over a 60-month loan once interest is factored in. That’s two years of NASCAR streaming subscriptions, or a weekend trip to Daytona.
Beyond the Truck: The 5-Year Picture
The full cost of owning a $55,000 truck over five years — including loan interest, insurance, fuel at 18-22 mpg, registration fees, and basic maintenance — typically lands between $95,000 and $105,000 for the average buyer. That figure can shift by $10,000 or more based on factors that have nothing to do with the truck itself: the buyer’s credit score, the registration county, the down payment amount, and the loan term.
The buyers who plan all of this in advance — who know their actual monthly payment before sitting in the F&I office, who understand which fees are negotiable and which aren’t, who have a credit union pre-approval in their pocket — end up paying significantly less for the same vehicles. The buyers who don’t plan end up paying for the privilege of not planning.
The Takeaway for Fans Who Buy Like They Race
Racing rewards preparation. The drivers who win Cup Series races aren’t the ones who improvise — they’re the ones whose teams have run every scenario in the simulator before the green flag drops. The same logic applies to buying the truck that gets you to the racetrack.
Three rules separate the fans who make smart buys from the ones who get upsold:
First, calculate before you walk in. Know your monthly payment for every credit tier and term length you might be offered. Decisions made in the F&I office happen fast, and the only buyer who isn’t getting maneuvered is the one who already knows the numbers.
Second, shop the financing separately from the truck. The vehicle and the loan are two different products. Treating them as one package is how dealers extract the most margin.
Third, respect the long tail. A $55,000 truck doesn’t actually cost $55,000. It costs whatever the total of 60 monthly payments, plus tax, plus registration, plus insurance, plus fuel works out to be. That number — the real number — is the only one that matters when deciding what’s affordable.
Race fans understand that the checkered flag is the result of a thousand small decisions made before the race even starts. Buying a truck works the same way. The fans who treat the buying process like a race — preparation, data, leverage — drive away in the truck they wanted at a price they can actually afford.
