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Do NASCAR’s current OEM partners have too much power over how races are conducted? This question arose following scenes reminiscent of “Spingate 2.0” during the Martinsville race, where Chevrolet and Toyota drivers seemed to be manipulating the race’s outcome to help their drivers secure spots in the championship final four. However, NASCAR quickly cracked down, sending a stern warning to teams, manufacturers, and drivers against such tactics. NASCAR also announced that it would be updating its rulebook to introduce fines and penalties for OEMs starting next year. The anticipated arrival of a fourth manufacturer in NASCAR could be influencing this shift in policy.
As NASCAR continues discussions with a potential fourth OEM, the organization issued swift penalties for those involved in the Martinsville incident. Team crew chiefs and spotters were ejected from the Phoenix race, and both drivers and team owners were hit with $100,000 fines, along with a 50-point deduction in the standings. The penalties primarily impacted Chevrolet, whose teams faced substantial fines after two of its cars—the No. 1 and No. 3—were implicated in the controversy. NASCAR COO Steve O’Donnell voiced his frustration, saying the behavior at Martinsville was unacceptable.
The shift in NASCAR’s approach toward its OEMs seems tied to ongoing talks about introducing a fourth manufacturer. NASCAR has been rumored to be close to finalizing this addition, with Honda frequently mentioned as the most likely candidate. According to NASCAR’s senior vice president, John Probst, the arrival of a new OEM would require about 18 to 24 months of preparation, though NASCAR has reportedly made substantial progress. Toyota, the latest OEM to join NASCAR in 2007, was the last manufacturer to enter the sport. Since Dodge’s departure, NASCAR has sought a fourth OEM, and while Honda’s entry by next year is unlikely, 2026 appears to be a feasible target.
However, entering NASCAR as a new manufacturer now requires more than just financial resources; charters and willing teams are essential. Unlike when Toyota and Dodge joined NASCAR, any new OEM, such as Honda, would need teams prepared to run its cars, most of which currently align with Chevy, Toyota, or Ford. Although the Next-Gen car has simplified the process, Honda may need to secure its own team, which would require acquiring charters.
This charter situation ties into the ongoing lawsuit involving 23XI Racing and FRM, two teams currently without renewed charter agreements. NASCAR could potentially reassign these charters if the legal dispute isn’t resolved, which could open a door for Honda to enter the Cup Series. Although this path is uncertain, the legal developments provide a slim but possible route for a fourth OEM to establish itself in NASCAR.