Harrison Burton’s future is still uncertain. He did not give a straight answer over the weekend about whether or not he would be back in the #21 car next year. Meanwhile, Jordan Bianchi reported on Tuesday that Burton is expected to return to the #21 car next year.
Regardless of what ends up happening with Burton, opinion seems to be split on what do to with him. If he does end up returning, then how much longer will he be allowed to stay with the team? Let’s take a look at all of the factors that go into that, including performance, sponsorship, and who would replace him.
Harrison Burton has struggled mightily this season. He is currently 31st in points, which is second to last among full-time drivers, with Ty Dillon being the only one worse. Burton finished 27th in points last season.
Burton also had an average finish of 24.2, which is worse than last year’s average finish of 22.8. He also only has two top-10 finishes with zero top-5s. He has been statistically worse in most categories from last season to his season.
Now, purely from a performance standpoint, it is understandable to see why the Wood Brothers and Team Penske would want to drop Burton. However, that is not the only factor at play here.
Burton brings with him significant sponsorship from Dex Imaging, who has supported Burton for virtually his entire racing career. That is part of what keeps Burton in the Cup Series. To call him a “pay driver”, however, would be a bit harsh as he has proven in the lower series that he can win.
He won four races in the Xfinity Series in 2020 for Joe Gibbs Racing, so he has shown an ability to win races. However, he has not won a race in NASCAR competition since that 2020 Xfinity Series season. The ability seems to be there somewhere, but something is holding him back.
Could it be the race team? The Wood Brothers get support from Team Penske, and they made the Playoffs on points in 2020 with Matt DiBenedetto.
Burton’s performance is definitely an issue, but his and the team’s potential gives them a silver lining. How long can that last? Well, if Burton’s performance is not good enough, then who could realistically replace him?
Now, if Burton does end up getting bounced from the Wood Brothers, someone has to be there to replace him. Team Penske no longer fields an Xfinity Series program, so there is no direct pipeline from there to the Wood Brothers.
Most big-name Xfinity or Truck Series names have already been linked to other rides. John Hunter Nemechek has been linked to Legacy Motor Club. Zane Smith is a Ford driver in the Craftsman Truck Series, but he might potentially go somewhere like the Stewart-Haas Racing #10 car.
Carson Hocevar has constantly been linked to other places as well. Cole Custer and Riley Herbst are likely not going to leave SHR either. Chandler Smith and Daniel Hemric seem pretty committed to Kaulig Racing, and they are potential candidates to take the #31 car in the Cup Series.
With Burton being in 31st place with the Wood Brothers, that team is low on the totem pole amongst free agents. Why would drivers want to go to a struggling team if better options are available?
With his performance dip in 2023, Burton’s leash may not be very long if he stays in 2024. He may only be signed to a one-year “Prove it” type of deal to see if he can run in the Cup Series. However, his leash may end up being longer than one might think.
He brings in sponsorship, and, as long as that is still there, there will be a ride for him somewhere. His success in the Xfinity Series has proven that he can drive and win in a race car. There is also the issue of who could replace him.
It is impossible to totally predict how Silly Season 2024 will shake out, but, it’s possible that better options than Burton just will not be available. This would especially be true if Burton showed some significant improvement. Overall, there are a lot of factors that go into Burton’s 2024 plans, and a lot can still happen.
It wouldn’t be Daytona without some weird, wacky, and headline-grabbing fallout. From viral Victory Lane moments to renewed debates about driver approval, NASCAR’s biggest race once again delivered more than just on-track drama. And with Michael Jordan celebrating a Daytona 500 win, the spotlight burned brighter than it has in years.
Jordan’s presence mattered. When the most iconic athlete of a generation shows genuine emotion upon winning the Daytona 500, it reminds the wider sports world that this race still matters. That kind of authentic publicity cannot be manufactured. It resonated far beyond the garage. Meanwhile, the O’Reilly Series race added fuel to another ongoing debate. The massive Decker crash, Cleetus McFarland’s Truck debut incident, and past approval inconsistencies have once again raised tough questions. Consistency, transparency, and accountability are now front and center. Add in Austin Hill’s dominance and Ryan Ellis’ career-best sixth-place run to open the season, and Daytona gave fans plenty to talk about on and off the track.
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On May 12, 2000, the NASCAR world arrived at New Hampshire International Speedway expecting another race weekend. Within hours, Adam Petty was gone. His death would become the first domino in an 18-month stretch that forever changed NASCAR’s approach to safety and reshaped the sport at its core.
Adam wasn’t just the grandson of Richard Petty or the son of Kyle Petty; he was a young driver building his own path, fresh off his Cup debut at Texas Motor Speedway and preparing for a future with Dodge and Petty Enterprises. His passing stunned the garage and deeply impacted fans who saw the Petty family as part of their own. From the unanswered mechanical questions to the emotional aftermath that eventually led to the creation of Victory Junction, this is where the Firestorm begins. The fear, the controversy, and the transformation of NASCAR safety all trace back to that Friday in Loudon.
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The O’Reilly series race at Daytona turned into a breaking point. One crash, one late reaction, and suddenly the conversation wasn’t just about race results, it was about standards, accountability, and who truly belongs at this level of NASCAR competition.
The Decker incident reignited long-standing perception issues, especially when outside commentary from figures like Mike Davis amplified the embarrassment factor. At the same time, NASCAR has stepped in before, blocking Wallace, sidelining others like Jennifer Jo Cobb, yet those interventions feel inconsistent. Wright’s pit road mistake added fuel to the argument that funding can outweigh readiness. McFarland, meanwhile, represents a different case, raw but potentially coachable, with time to develop if he chooses that route seriously. Money has always shaped racing careers, but when sponsorship outweighs preparation, the sport risks its credibility. Should NASCAR tighten its standards, or is this simply the cost of doing business in modern motorsports?
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