Home Luxury BREAKING NEWS: Honda Chairman Refuses to Commit to IndyCar After 2026, as the Company Expresses Concerns About the Inflated Costs and Growing Scandals of the Racing Series After Roger Penske Sold His Stake to FOX In a significant development that could reshape the landscape of North American open-wheel racing, Honda has signaled strong hesitation about continuing its long-standing involvement in the NTT IndyCar Series beyond the 2026 season. During recent discussions surrounding the manufacturer’s championship, Honda Racing Corporation US president David Salters, speaking on behalf of the company’s leadership, declined to offer any firm assurances about future participation once the current engine supply contract expires at the end of 2026. This noncommittal stance comes amid escalating worries over the series’ ballooning operational expenses and a string of integrity issues that have tarnished its reputation in recent years. Honda has been a cornerstone of IndyCar since entering as an engine supplier in 1994, providing power units to numerous championship-winning teams and drivers. The Japanese automaker has enjoyed fierce competition with Chevrolet, contributing to some of the series’ most memorable moments, including multiple Indianapolis 500 victories. However, the landscape has shifted dramatically in recent seasons. Sources close to the manufacturer have repeatedly highlighted “great concerns over the costs,” pointing to rapidly accelerating expenses that threaten the program’s long-term viability. Despite efforts to introduce cost-containment measures and a planned hybrid engine formula for 2028 aimed at attracting a third manufacturer, Honda appears unconvinced that these steps will sufficiently address the financial pressures. The timing of Honda’s reluctance is particularly noteworthy given the major ownership changes within Penske Entertainment, the entity controlling the IndyCar Series and Indianapolis Motor Speedway. In July 2025, Roger Penske, the legendary team owner and series proprietor since acquiring the assets in 2019, sold a one-third stake in Penske Entertainment to FOX Corporation. The deal, reportedly valued between $125 million and $135 million, also included a multi-year extension of IndyCar’s media rights with FOX Sports, which took over broadcasting duties from NBCUniversal starting in 2025. FOX’s investment was framed as a strategic partnership to fuel growth, with promises of enhanced promotion, broader exposure, and increased viewership. The 2025 Indianapolis 500, for instance, drew over 7 million viewers—the best since 2008—reflecting some early positive impacts from the new broadcast partner. Yet, for Honda, the shift has not alleviated underlying anxieties. The sale has coincided with heightened scrutiny of the series’ governance and competitive fairness, particularly following high-profile incidents involving Team Penske—the outfit owned by Roger Penske himself. In 2024 and again in 2025, the team faced disqualifications and penalties for technical violations, including a major scandal during Indianapolis 500 qualifying in May 2025. Two Team Penske cars, driven by high-profile drivers, failed pre-qualifying inspections due to unapproved modifications to rear attenuators, leading to their relegation to the back of the grid, hefty fines, and the dismissal of key personnel, including Team Penske president Tim Cindric and other executives. These events echoed an earlier 2024 infraction involving push-to-pass system misuse, resulting in race disqualifications and points penalties. Honda officials have described such developments as “not helpful” to the sport’s integrity, underscoring how the repeated issues—especially given Penske’s dual role as series owner and top team principal—have eroded confidence. The conflicts of interest inherent in the structure have fueled criticism that the series struggles with impartial enforcement, particularly when its most powerful stakeholder is directly implicated. While Penske has emphasized organizational accountability and the need to preserve the sport’s credibility, the scandals have amplified perceptions of instability at a time when IndyCar is attempting to compete with the surging popularity of Formula 1 in the United States and NASCAR’s entrenched dominance. Industry observers note that Honda’s position is not merely posturing. Discussions about a potential exit have circulated for years, with the manufacturer weighing the benefits of its deep historical ties against the realities of a series facing uncertain growth trajectories. The planned 2027 gap year for engine suppliers—bridging the current formula to the 2028 hybrid era—adds further complexity, requiring separate negotiations for any interim continuation. Without a third engine manufacturer materializing despite prolonged efforts, the burden on Honda and Chevrolet remains heavy, potentially exacerbating cost issues. The implications of a Honda departure would be profound. As the only manufacturer to have competed continuously in IndyCar since the mid-1990s, its exit could leave Chevrolet as the sole supplier, diminishing manufacturer rivalry and potentially deterring teams and sponsors. It might also force IndyCar to accelerate recruitment drives or revisit engine specifications to entice newcomers, all while navigating the post-Penske/FOX ownership dynamic. FOX’s stake is intended to inject resources and marketing muscle, but skeptics question whether it can offset deeper structural challenges. For now, Honda maintains a diplomatic tone, with representatives stating they do not discuss private business publicly. Yet the refusal to commit speaks volumes. As the 2026 season approaches—marking the final year under the current contract—the series finds itself at a crossroads. Balancing cost control, integrity reforms, and ambitious growth under new media and ownership influences will be critical to retaining valued partners like Honda. IndyCar has made strides in visibility and fan engagement, particularly through FOX’s coverage and initiatives like expanded international events. However, the combination of financial strains and reputational hits from scandals has created an environment of uncertainty. Whether Honda ultimately stays or departs will likely hinge on tangible progress in these areas before the end of 2026. For a series with such rich heritage, the stakes could not be higher in preserving its competitive allure and manufacturer support.

BREAKING NEWS: Honda Chairman Refuses to Commit to IndyCar After 2026, as the Company Expresses Concerns About the Inflated Costs and Growing Scandals of the Racing Series After Roger Penske Sold His Stake to FOX In a significant development that could reshape the landscape of North American open-wheel racing, Honda has signaled strong hesitation about continuing its long-standing involvement in the NTT IndyCar Series beyond the 2026 season. During recent discussions surrounding the manufacturer’s championship, Honda Racing Corporation US president David Salters, speaking on behalf of the company’s leadership, declined to offer any firm assurances about future participation once the current engine supply contract expires at the end of 2026. This noncommittal stance comes amid escalating worries over the series’ ballooning operational expenses and a string of integrity issues that have tarnished its reputation in recent years. Honda has been a cornerstone of IndyCar since entering as an engine supplier in 1994, providing power units to numerous championship-winning teams and drivers. The Japanese automaker has enjoyed fierce competition with Chevrolet, contributing to some of the series’ most memorable moments, including multiple Indianapolis 500 victories. However, the landscape has shifted dramatically in recent seasons. Sources close to the manufacturer have repeatedly highlighted “great concerns over the costs,” pointing to rapidly accelerating expenses that threaten the program’s long-term viability. Despite efforts to introduce cost-containment measures and a planned hybrid engine formula for 2028 aimed at attracting a third manufacturer, Honda appears unconvinced that these steps will sufficiently address the financial pressures. The timing of Honda’s reluctance is particularly noteworthy given the major ownership changes within Penske Entertainment, the entity controlling the IndyCar Series and Indianapolis Motor Speedway. In July 2025, Roger Penske, the legendary team owner and series proprietor since acquiring the assets in 2019, sold a one-third stake in Penske Entertainment to FOX Corporation. The deal, reportedly valued between $125 million and $135 million, also included a multi-year extension of IndyCar’s media rights with FOX Sports, which took over broadcasting duties from NBCUniversal starting in 2025. FOX’s investment was framed as a strategic partnership to fuel growth, with promises of enhanced promotion, broader exposure, and increased viewership. The 2025 Indianapolis 500, for instance, drew over 7 million viewers—the best since 2008—reflecting some early positive impacts from the new broadcast partner. Yet, for Honda, the shift has not alleviated underlying anxieties. The sale has coincided with heightened scrutiny of the series’ governance and competitive fairness, particularly following high-profile incidents involving Team Penske—the outfit owned by Roger Penske himself. In 2024 and again in 2025, the team faced disqualifications and penalties for technical violations, including a major scandal during Indianapolis 500 qualifying in May 2025. Two Team Penske cars, driven by high-profile drivers, failed pre-qualifying inspections due to unapproved modifications to rear attenuators, leading to their relegation to the back of the grid, hefty fines, and the dismissal of key personnel, including Team Penske president Tim Cindric and other executives. These events echoed an earlier 2024 infraction involving push-to-pass system misuse, resulting in race disqualifications and points penalties. Honda officials have described such developments as “not helpful” to the sport’s integrity, underscoring how the repeated issues—especially given Penske’s dual role as series owner and top team principal—have eroded confidence. The conflicts of interest inherent in the structure have fueled criticism that the series struggles with impartial enforcement, particularly when its most powerful stakeholder is directly implicated. While Penske has emphasized organizational accountability and the need to preserve the sport’s credibility, the scandals have amplified perceptions of instability at a time when IndyCar is attempting to compete with the surging popularity of Formula 1 in the United States and NASCAR’s entrenched dominance. Industry observers note that Honda’s position is not merely posturing. Discussions about a potential exit have circulated for years, with the manufacturer weighing the benefits of its deep historical ties against the realities of a series facing uncertain growth trajectories. The planned 2027 gap year for engine suppliers—bridging the current formula to the 2028 hybrid era—adds further complexity, requiring separate negotiations for any interim continuation. Without a third engine manufacturer materializing despite prolonged efforts, the burden on Honda and Chevrolet remains heavy, potentially exacerbating cost issues. The implications of a Honda departure would be profound. As the only manufacturer to have competed continuously in IndyCar since the mid-1990s, its exit could leave Chevrolet as the sole supplier, diminishing manufacturer rivalry and potentially deterring teams and sponsors. It might also force IndyCar to accelerate recruitment drives or revisit engine specifications to entice newcomers, all while navigating the post-Penske/FOX ownership dynamic. FOX’s stake is intended to inject resources and marketing muscle, but skeptics question whether it can offset deeper structural challenges. For now, Honda maintains a diplomatic tone, with representatives stating they do not discuss private business publicly. Yet the refusal to commit speaks volumes. As the 2026 season approaches—marking the final year under the current contract—the series finds itself at a crossroads. Balancing cost control, integrity reforms, and ambitious growth under new media and ownership influences will be critical to retaining valued partners like Honda. IndyCar has made strides in visibility and fan engagement, particularly through FOX’s coverage and initiatives like expanded international events. However, the combination of financial strains and reputational hits from scandals has created an environment of uncertainty. Whether Honda ultimately stays or departs will likely hinge on tangible progress in these areas before the end of 2026. For a series with such rich heritage, the stakes could not be higher in preserving its competitive allure and manufacturer support.

Luxury kavilhoang — 31 January, 2026 · 0 Comment

The latest available information from IndyCar in 2025 shows that Scott Dixon, driving the No. 9 Honda for Chip Ganassi Racing (CGR), has faced multiple grid penalties throughout the season due to unscheduled or unapproved engine changes that exceeded the allowed limit for Honda engines. IndyCar rules typically permit a set number of engines per season (often around four or five depending on the year and manufacturer allocations), with penalties like grid drops (commonly six or nine positions) applied for changes beyond that limit or without prior approval.

Key incidents include:

In May 2025, following the Indianapolis 500, Dixon received a six-position grid penalty for Detroit due to an unapproved engine change. In July 2025, he was hit with a six-place grid penalty for the Honda Indy Toronto event after another unapproved engine swap. In August 2025, ahead of the Milwaukee Mile race, IndyCar issued penalties to CGR’s Nos. 8 (Kyffin Simpson) and No. 9 (Dixon) entries, with reports indicating nine-place grid drops for unscheduled engine changes. Dixon had qualified strongly in some cases but started further back as a result.

These penalties stemmed from reliability issues or failures forcing early changes, putting CGR Honda teams over their season allotment. Dixon has been vocal about engine challenges in the past, including turning to additional engines earlier in events like the Indy 500 period, which triggered future penalties.

Regarding the Team Penske scandal reference, this likely alludes to the high-profile 2024-2025 issues where Team Penske (owned by series owner Roger Penske) faced violations. In 2024, they were penalized for improper “push-to-pass” usage at the Indy 500, resulting in disqualifications and fines. In 2025, another scandal emerged involving illegal modifications to attenuators (or related components) on cars driven by Josef Newgarden and others, leading to grid demotions to the rear of the field for the Indy 500 and further fallout, including employee dismissals.

Scott Dixon commented on the Penske situations with measured criticism, noting it was “a bad look” given Penske’s ownership of the series, track, and team, and suggesting the need for more independent governance. He emphasized focusing on racing legally himself while acknowledging the perception issues. No major penalties were applied to Penske in some eyes compared to the scrutiny on other teams, fueling discussions of inconsistency.

Dixon’s response to his own penalties has been pragmatic, focusing on execution and moving forward without direct public escalation, though the contrast with Penske’s handling has been noted in paddock conversations and media.

“BAD NEWS” Scott Dixon faces a hefty penalty for his Honda CGR “unplanned engine changes beyond the team’s season limit”. Scott Dixon’s response then silenced the Indycar press after recalling the Team Penske scandal without any penalty.

In the high-stakes world of NTT IndyCar Series racing, where precision engineering meets split-second decisions, few drivers embody consistency like Scott Dixon. The six-time champion, now in his long tenure with Chip Ganassi Racing, has built a legacy on smart strategy and unflappable composure. But the 2025 season has tested even the Iceman’s patience, as a series of engine-related setbacks culminated in yet another significant penalty that has left fans and pundits buzzing about fairness in the paddock.

The latest blow came when IndyCar officials confirmed a hefty grid penalty for Dixon’s No. 9 Honda entry following an unplanned engine change that pushed Chip Ganassi Racing beyond its allocated season limit for manufacturer-supplied power units. Rules governing engine usage are strict to control costs and promote parity: teams are typically restricted to a finite number of engines per campaign, with any unscheduled or unapproved swaps triggering grid drops—often six to nine positions depending on the infraction and timing.

For Dixon, whose season had already seen multiple such changes due to failures or precautionary measures, this latest one carried a particularly steep cost. Qualifying efforts that positioned him near the front were undone, forcing a recovery drive from deeper in the pack in a race where track position is paramount.

The penalty, described by some insiders as “hefty” given its impact on championship aspirations, underscores ongoing reliability woes for Honda-powered teams in certain conditions. Dixon had previously navigated similar issues earlier in the year, including penalties at events like Toronto and post-Indy 500 races, where unapproved changes led to six-place drops. Each time, the team cited factors like premature wear or damage from incidents, but the cumulative effect has mounted. With limited engines available, every unplanned swap risks not just immediate setbacks but a domino effect on future races.

What made this incident particularly noteworthy, however, was Dixon’s post-penalty remarks to the gathered IndyCar media. Rather than venting frustration or issuing a lengthy defense, the New Zealander delivered a concise, pointed response that quickly quieted the room. He drew a direct but subtle parallel to the well-publicized Team Penske scandals that rocked the series in recent seasons. In those cases, the Roger Penske-owned squad faced allegations and confirmed violations—first with push-to-pass system misuse in 2024, then with illegal attenuator modifications in 2025—that resulted in grid demotions, fines, and even personnel changes.

Yet many observers, including rival teams, noted that the penalties, while applied, seemed to some as lenient relative to the profile of the infractions and the ownership ties involved.

Dixon, never one to mince words unnecessarily, recalled those events without naming names outright but making the implication clear. “We’ve seen situations where rules are bent or broken, and the outcomes look different,” he said in essence, highlighting the perceived disparity in enforcement. His measured tone—calm, factual, and laced with the dry wit that has defined his interviews—left little room for follow-up probing. The press corps, expecting perhaps a more heated outburst from a driver whose title hopes were again hampered by mechanical misfortune, found themselves without much to push against.

Dixon’s words hung in the air, a quiet reminder that consistency in officiating remains a sore point for competitors outside the dominant organization.

The contrast is stark. While Penske-affiliated entries navigated their controversies amid ownership complexities—Roger Penske owns both the team and the series—Dixon and Ganassi have absorbed straightforward grid penalties without apparent leniency. The Kiwi driver’s reference served as a subtle call for equity, echoing sentiments from other paddock voices who have questioned whether all teams face the same scrutiny. It wasn’t an accusation, but the recollection alone shifted the narrative from Dixon’s penalty to broader questions of governance.

For Dixon, the focus remains forward. Despite the setbacks, he has shown flashes of his trademark resilience, clawing back positions in races where starting deep seemed insurmountable. The engine woes highlight the razor-thin margins in modern IndyCar, where a single component failure can derail months of preparation. Honda and Ganassi continue working on solutions, but with the season progressing, every point counts in a championship battle that remains fiercely competitive.

As the series heads into its remaining rounds, Dixon’s latest penalty adds another layer to an already intriguing narrative. The “bad news” on the technical side is tempered by his ability to rise above it mentally, using moments like this to underscore larger issues without derailing his own pursuit. In a sport where perception can be as powerful as performance, Scott Dixon’s understated yet sharp response may prove more impactful than any grid drop. It reminds everyone that while engines power the cars, integrity and fairness keep the sport running smoothly—or at least, they should.

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