What's Next For Hyundai

Hello, and welcome to the Three Thought Cars podcast. I am Tim Healy, the managing editor.

In this week, we discuss retro radios, NASCAR's legal troubles, and how Hyundai handles product

strategy. T-Tech contributor Matthew Guy and I discuss retro radios for your older ride,

and I dig deep into NASCAR. We also chat with Hyundai's Ole Busy Boyle about how the brand

handles product strategy. But first, buying a car should feel secure. Start to finish.

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please give us a review. You can also find us online at T-Tech.com, that's T-T-A-C.com.

The Three Thought Cars, all spelled out.com. We're your source for car reviews, car news,

opinions, and so, so much more. Here on the Three Thought Cars podcast, we are always talking about

the stuff that we use in our homes, in our cars, and on our cars, tools, cleaning products, and the

like. And as usual, we have T-Tech contributor Matthew Guy with us. Matthew, how are you doing

today? Hi, not bad. How are you doing today? I'm doing well. Doing well. Just trying to stay warm

as we get into the winter here. So we're talking today about retro radios. Go ahead and explain

to us what that is and what that means. Right. So a lot of times, I like, if I'm looking at an older

car, you know, from the 80s or the 90s stuff that, you know, you and I grew up with, right? Because

we're aware of that age. I always enjoy when I look at the interior and it has the original radio

in it, you know, if, you know, you get into, you had a Foxbody Mustang, right? So if you get into a

Foxbody and it's got a, you know, a brand new aftermarket radio in it, that's okay. That's okay.

But I do like having something that's at least period correct, if you know what I'm saying.

So you can get all kinds of different solutions these days. That stretches back to the 80s and

90s too, where it's like an FM modulator and you broadcast your device to this FM frequency.

And it'll play through your normal radio, right? So that it looks, you got that stock look to it.

But what I found the other day, and I saw someone had it in their Chevy, Chevy truck.

And it was, it was really, really cool. I'm sorry. It was a Ford truck because it was a single

team. I'm thinking about a different one that was a square body one. But this note, this was a

Ford truck from like around 1996. So it has single din stereo in it. And it looked like

a period correct aftermarket setup. So I said to the guy, I'm like, it looks like it's got a tape

player and everything. And he's like, no, no, no. He said, it just looks like that. And when you

lift open the flap where the tape player, what looks like a tape player, it's USB ports and

ox in and all kinds of cool stuff. And he was explaining to me that the unit itself is not

very big at all. Like, I mean, if you've put radios and stuff before, and they're, you know,

pretty deep into the dashboard, because there's all kinds of technology in there is probably

CB player and stuff like that. But where this is just a Bluetooth device, and can probably pick up some

serious satellite or something like that, if you'll stop correctly, it's very, very thin. I mean,

it's not much thicker than a packet card. So it's super cool. I really thought it was awesome.

And found them on over on eBay boulders afterwards, I went over and looked on eBay.

And you can find them there. I mean, it's a Blaupont. It's made by that German company. It's

really cool. And about less than a couple hundred bucks American for it. So it's a lot more expensive

than getting just something off of the rack, you know, from a cheap place. But getting something

special like this off of eBay from, you know, a car audio brand that I know and have had stuff

up in the past. I was just super excited to see it. Yeah. And every listener who's ever seen the

movie Bull Durham just laughed at the quadratic Blaupont reference. I'm not sure if you've understood

the reference there. Have you seen the movie? I didn't even like to make that reference, but

you're so right. Yeah, yeah. You don't need a curveball or you don't need a quadrphonic

blue pun. You need a curveball or Blaupont, excuse me. But yeah,

yeah. And also when I had my Mustang, it actually didn't have the stock radio, but it had a pioneer

head that was probably installed in the late 90s, early 2000s before I bought the car.

I bought the car in the late 90s, so it would have been a little before that. But

now these new heads, they've got Apple CarPlay, Android Auto and all kinds of stuff.

Exactly. And the cool thing with this Blaupont one that I saw, I think I was just looking it up

while we were talking, and the specific thing on eBay is it's called a Madrid 200 BT. That's

like, that's the model name. And this one in particular looks like it has a CT player on top,

right? And so it's just, it's so perfect in terms of having that retro look. So it will be something

that if you went out and got a Fox body, you know, they're, if you went out and got one this weekend

and then installed this, it would look like it was installed in the 90s. So I think it's,

it's super, super cool. I really, really like it. And I find it to be better at broadcasting,

you know, you have a better listing experience than with the FM modulators, because there's no,

you're not going through the FM waves, it's actual Bluetooth, and it's a much better listing

experience for that. Yeah. And these are stories you can put in yourself, or is it better to have

a pro do the work? So I mean, if you've ever installed just, if you've plugged in play just

about anything in your life, you can install this, the hardest part for these types of installs is not

breaking the trim or on your dashboard, right? Yeah, you're trying to pry it off. Yep. So that's

probably the hardest part. I didn't look at the install of this one, but according to what I'm

looking at here on eBay, it's plug and play. You just need to get the appropriate adapter to,

you know, plug into your Ford harness and then plug into this, this radio unit. So I like it. I

think it's super neat. There's all kinds of different ones. I'm scrolling through here,

there's the one, there's the one that looks like a cassette player, but it's not. I think, I think

that's so cool, because it looks like a tape player, but it's got USB-C behind the flap.

That's really cool, really cool. Anything else that has stood out about these radios to you?

Other than just their universal application, I think it's a great way, you know, we always talk

about Radwood over on the site, you know, because a lot of us are from that era of the 80s and 90s

cars and some of the stock radios, man, they're really hard to find, right? So this is a totally

great solution because it's a period correct look and it fits well. It's not, you know, hanging out

at the dash or kept in there with wooden blocks or all the stuff we used to do when we were a teenager.

And it just looks great. And I think it's an actual functional upgrade to some of your retro rides.

That makes a lot of sense. Yeah. So, like you said, the money wasn't, wasn't bad. So anyone

who's got an older 80s or 90s vehicle might really be interested in this.

I really think so. I think it's a really good, and I'd recommend just going over on eBay,

seeing what you can find, seeing what looks good, you know, to your eyes and seeing what

matches up with your 80s and 90s retro ride. There you go. So we've had Matthew Guy,

T-Tek contributor on with us talking about retro looking new radios for retro cars.

There's a lot of retro there, but so if you have an older vehicle and you want to modernize the

radio, especially if you want Apple CarPlay, Android Auto, or Bluetooth, or those sort of

things, this is the way to go. So thank you, Matthew, for your time. That has been the Stuff

We Use segment on this week's Truth About Cars podcast. Thank you, Matthew. Thank you.

For today's episode of the Truth About Cars podcast,

we're talking with Ola B C Boyle from Hyundai. Did I say it correctly? You did?

Excellent. And just remind me your title, remind our audience, please.

I'm the Senior Vice President for Product Planning and Mobility Strategy.

Perfect. And so let's start with the week. We're at the Los Angeles Auto Show, by the way. We

just have a few minutes here and a few questions. So let's start with the creator concept previews

sort of XRT starting. So as a strategy, from a strategy perspective, how is the XRT selling

so far? And is it something Hyundai is going to keep leaning into as it brings new models to

market? It's selling well. They really like the Palisade version. We just came out with a new

Palisade, an ISAN HEV, right? But we are completely leaning into it. And the reason we wanted to

show the creator today is because we wanted to sort of give the design cues, what technology on the

interior could look like that would relate to going off-roading, and what that was going to look

like to inform our future SUVs and our future XRT. So this is not just an XRT question. This is

also a Palisade in general. Right. One thing I've noticed over the past five to ten years,

maybe longer, is a lot of automakers, including Hyundai, are leaning into the outdoorsy set.

Yes. The people who want to go kayaking, hiking, camping. So as you're planning product and as

you're planning marketing strategy, how do you sort of think about that? How do you contrast that

with people who don't do that? People who live in the city, people who live in the suburbs and

just go to work and back? How do you balance the people who really want to do that kind of stuff

and those who don't care as much? Right. So you can have something like a Palisade that has ICE,

HEV, and XRT, right? Limited in calligraphy. And so one of the things we want to do with design

cues, even the people who don't take it outdoor, like the design cues are the ones that go out

door, right? So you have that. And then they might not buy the people that are urban in the cities,

or even its affluent suburbs, might not necessarily want it for XRT, but they will like

limited in calligraphy, right? So it still has the style that they like, but maybe it doesn't

need to have all the off-road capability that's going to be with XRT. The other question that's

something that near and dear to my heart is to dance. So I grew up with to dance, to dance has

kind of fallen off a lot, but Hyundai still has Elantra Elantra N, I-N-E-6, I-N-E-6-N now. So you've

got new EV sedan with performance chops. Sure. So it's how big are sedans still as part of the

product mix going forward? Right. So we're going to continue to lean into sedans. While we know

it's not growing at this that segment, is it growing at the same rate as maybe the some of the SUV

segments? What we do realize is it's enough for us, it's still an addressable market that makes an

opportunity for us. And the more people that drop out, the better for us. Yeah, that's something

something I've always wondered about is why some automakers just have stopped making cars.

You'll have to ask them. Yeah. But what I'd say is there are many people that still love to drive

cars. Right. And that has left us with an opportunity. Yeah. So can you walk me through

it just in more in general, how your process works when it comes to Hyundai product strategy?

And so we lean into what is the customer want in each segment? And what spaces are we not in?

And what are the trends that are going to drive decisions two, three, four and out from now?

So if we looked into what segments we are, you'll see a lot of announcements we make to get into

new segments. When you see, when we still know that people value emotion in cars, that's why you

see the focus on N and XRT. When you see that we want to get into new segments, we made an

announcement on our body on frame truck. When we see how what that people like this more upright

stance and kind of less crossover design queue, you'll see a lot of SUVs are starting to look

like that. Oh, go ahead. And so the only thing that I'd last is that we see sort of an overall

trend is affordability is going to become important to everybody, not just only on EVs,

but on ICE. Yeah, with the average transaction prices at $50,000. How do you account for that

going forward? So not only in the beginning when you decide what features and trends and

unique selling proposition features that are going to go into the vehicles. The other thing you have

to do is extrapolate what people consider affordable maybe four years ago and what they will consider

affordable four years from now. That has to be in the beginning. And then when everyone gets

together with R&D and design and planning and product, everybody together, it's not adding up

what those features cost and saying that's now what its price that it is. The price was decided

here. It's now commonizing and optimizing those so that it fits in the price that people are

going to expect not today, but in four years from now. We have time for I think two more questions.

One conversation I've had a lot over the past three or four years with Hyundai,

Kia and Genesis, especially Hyundai and Kia. Hyundai and Kia came to the country 20 years ago

as the economy brands had problems with performance, reliability, dealer network,

all sorts of things. And obviously, Hyundai and Kia have improved a lot in those areas.

How do you keep doing that? How do you also account to make sure? How do you

keep your dealer network accountable to make sure that they're doing their end of the bargain?

And so I do think you've seen, I agree with you that you've seen significant improvement.

There is constant communication that in the entire HM&A staff led by our CEO, Randy Parker,

and prior to that, Jose Munoz, where we meet monthly with the dealer body. We meet quarterly

with the extended, that's just not the dealer advisory board. And so we show them the new

vehicles. We work on them on facility improvements, both on the Hyundai and the Genesis side.

We let them know where we're going to get them excited about the new products.

One thing that every dealer I've gone to since I've been here for four years, five years,

is that the thing that they don't dispute is how good the product is. It is not the product

up 20 years ago. It's both on Hyundai and Genesis. And Kia as well? Yes. I just don't speak for Kia.

And then two more questions. So the tariff environment obviously is unpredictable.

In one second it's this, one second it's that. Automakers are looking three to five years in

advance. How do you adjust for that when it's changing so much so quickly? So here's a policy,

personal income, and infrastructure all moving at different speeds. So you cannot have your

product strategy depend on policy. If you do have it depend on policy, you have a timer to the

administration changes. So what you have to make your strategy depend on is what the customer

demand is and what the customer wants, but then have diversity of powertrains and diversity in

your manufacturing plants that allow you to flex. So you'll have BEVs where the infrastructure is

strong. So you'll have hybrids where they want affordability and longer range and where you'll

have ICE for the people where emotion is what's really kind of sparks demand. And then you're

not in a position to be whipsawed because policy income infrastructure is changing.

And then last question, I'm going to make it a little bit easier than politics. Celebrity

spokespeople. Jason Bateman's been with Hyundai for quite some time. Parker Posey showed up on a

few commercials earlier this year. How does that work? Like some brands really lean into that and

Jason Bateman's voice is obviously pretty familiar to anyone, especially my age who's seen his movies

the past 15, 20 years. How do you sort of lean into picking a celebrity spokesman or going with

celebrity as opposed to an unknown voice or a different type of market? Like how does that

strategy work? Well, that's more a Sean Gilpin thing who's our CMO. But just in general, it is

looked at by segment and who will resonate with that particular, you know, it'll be a different

person for Palisade and maybe it'll be for Elantra or maybe different for EVs. And so I

they make those individual connections based on what it's going to do for that, bring awareness

and opinion up for that particular model or segment. Excellent. Thank you so much for your

time. We really appreciate it here on Truth About Cars podcast. We've been with, please

thank you again. And we've been here at the Los Angeles Auto Show talking Hyundai

on the Truth About Cars podcast. All right, excellent. Thank you. Thank you.

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Here in the truth about cars podcast, we typically are talking NASCAR with Matthew Guy. Matthew is

unavailable. He is traveling on business. So you just have me, the host, Tim Healy today. And

because you don't need to hear my voice for 45 minutes, we'll keep it nice and short. We're going

to do what I want to kind of dig into the NASCAR scandal or not scandal necessarily, but the lawsuit

that's happening involving 2311 racing in front row motorsports and NASCAR. It's going to be more

of an explainer than an opinion. We will save opinion for when Matthew was back and I have a few

thoughts that I'm starting to formulate as I read over everything. We've been teasing this here on

NASCAR segment of the truth about cars podcast for like six months, pretty much the whole season.

And now we've got some time before the Daytona 500 in February to dig into this. And the trial has

started. So it started out with Denny Hamlin, who drives for Joe Gibbs racing and was a co-owner

of 2311. We'll get into that in just a moment. He was in the witness stand and crying a little

bit because of his own father's failing health and the sacrifices Hamlin claims he had to make

to get into racing, which I certainly do believe it's hard to get into racing, but we'll dig into

that more in a minute. But first of all, what we really want to talk about here is what this

lawsuit is all about. And there's multiple levels to it. So the way it kind of sets up is there's

the lower level, which we'll start with, then there's the kind of meat of the order or meat,

excuse me, the heart of the matter. A meat of the order is more for baseball term. I got my

metaphors mixed up. But anyway, so two racing teams 2311 and front-run motorsports are essentially

suing NASCAR. Basically, it's an antitrust lawsuit. They're claiming NASCAR is an illegal

monopoly that has a little too much control over everything in racing or at least stock car racing.

And 2311 is currently consisting of drivers Bubba Wallace, Tyler Redick, and Riley Herps.

And then it's Cohen by Denny Hamlin, who drives for Joe Gibbs Racing, as I said.

And then so it's a little confusing because Hamlin Cohen's one team and drives for another,

a competing team. And then Michael Jordan, yes, that Michael Jordan, the former Chicago Bulls

and Washington Wizards star, arguably the best player to ever have played basketball.

And then of course, business partner Curtis Polk, who you've probably never heard of,

unless you're a diehard NASCAR fan, is the third owner. So that front-run motorsports is owned by

a fast food owner. ESPN uses the word magnet. I'm not sure if that's the right word, but he

owns a lot of fast food franchises. His name is Bob Jacobs, and he is fielded cars in the NASCAR Cup

series, which is the top level series, of course, for 20 years now since 2005. Kind of in the middle

of the pack, for the most part, he won the Daytona 521 with driver Michael McDowell behind the wheel.

And right now his team has three forwards driven by Noah Gregson, Todd Gilliland and Zane Smith.

So why a front-row racing and excuse me, why a front-row motorsports and 2311 racing going

after NASCAR? Well, essentially they believe the current way that NASCAR is doing business prevents

them from quote unquote full potential. So what they're trying to say, what they're saying is that

NASCAR has done a few things that really are kind of sticking in their craw. One thing is that

NASCAR's current car, the so-called next-gen car, which has been out for three years now,

it was kind of a one-size-fits-all car. NASCAR bought that car out in part to save costs. There's

other reasons as well. But the teams believe that because NASCAR has this kind of one-size-fits-all

vehicle that stifles creativity and performance and because it requires teams to purchase parts

from NASCAR approved suppliers, it kind of eats into their costs a little. Maybe the costs are

being marked up because NASCAR, that's speculation on my part. I don't see that per se, but they're

complaining because they have to buy from NASCAR approved suppliers. So some of these teams have

said that the cars cut their capital costs by much 40%. So NASCAR is saying it costs cut costs.

So yeah, I don't know. I mean, there's definitely some dispute there, but we'll get more into that

when Matthew is back from his business trip. But then we also see that 2311 and front-row are

upset about NASCAR's track ownership. NASCAR owns 17 tracks, 11 of those that were on the 2025

car schedule. And it also has car track agreements, the tracks that it doesn't own. Those agreements

require those facilities to seek NASCAR's approval on coding from ESPN here. Because ESPN, if you

want to read about this, ESPN has a great article on it by Ryan McGee. So if you want to have this

in print and reference it, we don't have something in TTAC like this, I wish we did. But ESPN's

article is great for kind of laying down the specifics. But so anyway, NASCAR has these contract

agreements with facilities that it does not own and require NASCAR's approval before they host

other motorsport series. So the teams are alleging that the limits grow through these

tracks and can't expand it to other racing markets. And of course, these two teams also say

that because NASCAR owns ARCA, which is a lower-level stock car series, and IMSA, which is more of a

road course series, cars that turn left and right, some of the cars are kind of based on

production cars. And then they have like the DPI series, which are more pure racing cars. And

these cars race at tracks like Road America, Road Atlanta, I think Lugunaseka and Watkins

Gennar are on their schedule this year. So NASCAR has an ownership in that as well.

The 24 hours of Daytona is IMSA. So anyway, these teams believe that NASCAR's involvement with

those, with those series is kind of a maximum monopoly. There's no alternatives. The comparison

is with football with the NFL, there are alternative leagues like the XFL has tried to

make itself known twice. And there's been other arena football and other leagues like that. And

even like Major League Baseball are independent leagues that are not affiliated with MLB teams

that are not minor league teams that feed into the Major League teams. So other sports have

alternative leagues. The kind of 2311 in front of motorsports argument is that NASCAR

doesn't really allow, at least in stock cars, obviously you've got IndyCar, which is a whole

different type of racing. It's an open wheel and it's a different type of car. Drivers can go to

F1, but, and there's all sorts of smaller series, you know, I know Matthew races on weekends sometimes

and anyone who lives near a small dirt track can just show up with a race car and if they qualify,

if they make the safety standards, they can run. But NASCAR essentially, at the highest levels,

controls so much of stock car racing that there's not really any competition. So

they're arguing that it'd be hard to start their own rival racing series or to race anywhere else.

NASCAR is monopoly. It's basically 2311 and front motorsports are arguing. And then the final

bit, and this is the most important part, and the part that I've struggled with a little bit,

but I think I've kind of figured it out, is that there's a charter system. And so essentially,

since 2016, NASCAR has given 36 charters that guarantee a starting spot in cup races plus a

share of prize money from every 40 car cup event. A limit of four charters per race team is important.

Teams can sell or lease those charters to other interested parties, which would be, of course,

other racing teams. So if a new team is starting for scratch, they could buy a charter, a team that

already exists, but wants to hire another driver and get one more car, can also buy or lease a

charter from somebody else's front row. Got a charter is one of 19 teams to get a charter in 2016,

and has since then bought three, sold two, and leased three. So NASCAR's argument is that charters

are a great model, that the value of teams has gone up, and they quote,

spire motorsports purchasing a charter in 2018 for 6 million, and buying another one in 2023 for

40 million. So the value went up a lot in five or six years. And NASCAR also defends itself by

saying that teams wanted this, right? That the teams were the ones that first came up with this idea.

The teams that are suing NASCAR 2311 and front row are upset because charters are not permanent,

they're contract to contract. And these two teams want them to be closer to a franchise

agreement, they want them to go seven years, then be renewable at the owners, team owner's

discretion. So that's a big part of this is that these are contract to contract. So

that's a lot of it. And the final issue is that these race teams claim they're not making any

money that NASCAR is not giving up enough percentage of revenue, especially from the

TV deal they signed in 2023, that was seven years and $7.7 billion. And as NASCAR fans know,

NASCAR is kind of spread among NBC Fox and NBC affiliated networks like TNT and USA throughout

the year. So you got, you know, a big TV deal. And NASCAR says it's giving 39% to teams,

51% to racetracks and 10% to pay the company back to itself, essentially.

This is, this is basically the 2016 charter agreement was renegotiated at the end of 2024.

So the extension that began this year and we'll run through 2031. So NASCAR says they've been

generous. And not only that, teams also got a 49% share, which kind of made them actually get more

than the racetracks. So the largest chunk of the TV pie. And then those percentages I quoted,

by the way, were for the TV deal. I missed, I didn't clarify that. And then of course,

NASCAR threw an additional $50 million to the teams. So from NASCAR's perspective,

they're like, Hey, we're giving you plenty of money. But 2311 and Front Row are saying that

they're not making enough money. It's not, it's not fair. Bob Jacobs basically said that he,

he, he lost money, or he failed to turn up, excuse me, he has not turned to profit since 2004,

whereas 2311 has turned to profit in all but one of its seasons in Park is on Michael Jordan.

Right. So, but Jacobs says he's not trying to profit even the year he won the 2020, the 2021

Daytona 500. And one of the attorneys for, for Jenkins and 23, excuse me, for Front Row Motorsports,

he said a NASCAR study showed that 75% of the teams lost money in 2024. And that over a three-year

period, almost $400 million is paid to the Bill France family as long time listeners know Bill

France, founder of NASCAR, his family is still very, very much involved. So NASCAR is worth $5

billion according to Goldman Sachs, according to this attorney from a 23, 2023 evaluation.

Jim France is the, the big, big boss at NASCAR and he's the son of Bill France senior, the founder.

So the argument from Front Row and 2311 is that the family is taking in too much money and not

giving enough back to the teams and the sports. So, or the sport itself, excuse me. So it's a

revenue sharing thing. That's really what it comes down to. 2311 and Front Row are saying it's

unfair to race teams that often operated at loss. And Denny Hamlin, who came very close to

championship this year and is one of the most divisive and also most popular, but also unpopular,

hence the word divisive, drivers in the sport testified that it costs $20 million to just

bring one car to a track over the 38 race season. And that doesn't even include driver's salary

and business operations and overhead. So the teams are saying we're just not getting enough money.

That's what it comes down to. They're arguing that NASCAR is making money and not getting enough

back to its teams. So part of it was charter agreements that were signed for this year.

This actually triggered the lawsuit. Those agreements were supposed to guarantee the

teams $12.5 million in annual revenue per chartered car. NASCAR argues, and this is from the

previous agreement, but Hamlin said that 11 of the 19 teams are no longer business, the original

charter team. So NASCAR is saying, hey, we're giving you enough money and we're giving you

more money than we gave you before. 2311 and Front Row Motorsports are saying it's not enough.

It costs too much to race. We're losing money. We need more money from you. And why is the France

family making so dang much? So I don't know who's right or who's wrong. We'll know more as the

trial goes along. And because this podcast is recorded and not live, I'm trying to work around

the fact that things will change between the time that I record this and the time that you hear this,

and that'll probably happen when Matthew Guy and I talk as well. But so we'll try and keep it a little

bit 30,000 foot view just to not be caught flat-footed by something that changes between

recording and go live. But we'll be watching this lawsuit really closely for the rest of the off

season because quite frankly, depending on who wins and who loses and what happens, and if it's

settled, if there's changes in charter agreement, whatever, it could really change how racing

operates. It can change who wins, who loses, who has the money to compete. It can change whether

drivers, younger drivers can even get into the series or whether new teams can invest. A small

team like the one that Trackhouse Racing that has employed Shane Van Gisburgen, could they run

in the team like that, maybe not have the ability to get into the racing in the future? We all know

too as we watch races that not every team competes every race. There are some teams that only compete

in certain races either because it's a road course and the driver's a road course specialist,

or because they only have so much money or it's a retired guy who's maybe over 45 and wants to run

five races a year, I think Martin Truex Jr. or Jimmy Johnson, something like that. Or maybe

someone wants to run the Daytona 500 and that's it, or they want to run or they're a backup driver,

they're going to sit in for Kyle Larson if he's doing the Daytona, doing the 8500 and the

Charlotte or Coca-Cola 600 double. So there might be that. So that plays into it too. If you're a

part-time driver or a part-time team, if you're someone who only wants to run road courses,

if you only want to run or maybe you want to get your feet wet by doing five races one year and

then you go full the next year, how does that affect things? So the economics racing could,

or at least NASCAR racing could really change and that's why we've been teasing this lawsuit for a

long time and kind of haven't had a chance to really dig into it because there's always been

other news that was more time sensitive and I haven't had a chance personally to really kind

of read up on it. Now I have and I think that Matthew Guy has had a chance as well and as soon

as he's got a chance to really get his feet wet with it, we'll get into this. But so over the

next few weeks as the trial goes along, we'll be talking about it here on the Truth About Cars

podcast and I hope I've laid it out for you the listener fairly clearly. It's a complicated case.

I've skipped over some of the deeper details just because they're confusing and because they might

not be relevant to everything. But you know, I think the gist of it is that they're just fighting

over money and how much money the teams get and how much money NASCAR gets and what's fair and

what's not from the team's perspective and from NASCAR's perspective. So we will see where this

lawsuit goes, where this trial goes. I don't know how long it's going to take, it just started. So

sometimes these trials can take a few weeks, sometimes there's only a few days.

But we'll be monitoring the news here because it could affect, especially if you are a listener

with a child who's got driving talent and maybe has a shot at getting into NASCAR's younger or

lower level circuits and maybe has a chance at making their way up or that could affect you

directly. If you do business with NASCAR, it could affect you directly. And if not, if you're

just a fan, well, it may affect how your favorite driver does or doesn't do. It may affect how many

resources they have to hire people and to spend on car parts and all the other costs associated

with racing. So with that, we will keep an eye on this trial and how it could, how it may or may

not change the economics of NASCAR racing and if it was economic change, how it may or may not

affect the on track action. So thank you for bearing with me through a bit of a boring and

complicated subject, but an important one for NASCAR's future that we'll be keeping an eye on here.

So again, this has been NASCAR Chat with Tim Healy, the host of the Truth About Cars podcast.

Thank you for tuning in and then that'll wrap this segment here on our TTAC podcast for this week.

That's all for this week on the Truth About Cars podcast. I'm Tim Healy, the managing editor,

and you can find us wherever you get your podcasts. You can also find us online at

ttac.com or the Truth About Cars, allspulledout.com. We thank Ola B.C. Boyle and Matthew Guy for

their time and Matt Poskey for editing. Most of all, we thank you for listening. We'll see you next time.

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