A bombshell report from Adam Stern on Tuesday says that industry sources anticipate that Stewart-Haas Racing could sell one or “multiple” charters. If that does happen, drivers will be let go, but, which ones are the most likely to go? We take a hard look at all 4 SHR drivers.
| Season | Starts | Wins | Top-5s | Top-10s | Laps Led | Avg. Finish | Points Position |
| 2024 | 7 | 0 | 0 | 2 | 1 | 16.4 | 18th |
| SHR Totals/Averages | 115 | 1 | 10 | 23 | 483 | 18.9 | 20.0 |
Chase Briscoe seems like the safest bet to stay at SHR. Of all current SHR drivers, he has the best statistical resume, including being the only driver who has won a Cup Series race. He is also a homegrown SHR prospect with significant funding from companies like Mahindra Tractors and HighPoint.com. It seems very unlikely that Briscoe will be cut loose from the team.
| Season | Starts | Wins | Top-5s | Top-10s | Laps Led | Avg. Finish | Points Position |
| 2024 | 7 | 0 | 0 | 2 | 5 | 20.4 | 30th |
| SHR Totals/Averages | 7 | 0 | 0 | 2 | 5 | 20.4 | 30.0 |
Noah Gragson is an interesting case should SHR decide to sell multiple charters, but he’s safer than some might think. While Gragson does not bring as much funding as Briscoe does, he still managed to keep Black Rifle Coffee and bring in Bass Pro Shops for the 2024 season. Add to that a solid start to 2024, minus the penalty at Atlanta, and you have a young driver who oozes potential. That’s tough to walk away from, but again, funding might be a concern.
| Season | Starts | Wins | Top-5s | Top-10s | Laps Led | Avg. Finish | Points Position |
| 2024 | 7 | 0 | 0 | 0 | 28 | 22.6 | 23rd |
| SHR Totals/Averages | 7 | 0 | 0 | 0 | 28 | 22.6 | 23.0 |
Josh Berry is a tough one to figure out if SHR sells multiple charters. He’s still a Cup Series rookie, and he’s shown flashes of potential so far this season. It’s hard to cut ties with someone after just one season, but from a business perspective, it’s tough to see SHR getting more value out of Berry than Gragson. Berry is nearly 8 years older than Gragson, who’s currently outperforming Berry, and Berry brought no funding with him to SHR. If going against one or two young drivers with potential and funding behind them, Berry is likely the odd one out.
| Season | Starts | Wins | Top-5s | Top-10s | Laps Led | Avg. Finish | Points Position |
| 2024 | 7 | 0 | 0 | 0 | 0 | 21.4 | 31st |
| SHR Totals/Averages | 43 | 0 | 1 | 2 | 149 | 20.9 | 27.0 |
Ryan Preece is easily the most vulnerable SHR driver currently. He’s the lowest of the quartet in the points standings, and he only has 2 top-10 finishes in 43 starts with the team. He also brings little funding with him as HaasTooling.com, owned by team co-owner Gene Haas, has sponsored 5 of the first 7 races of the 2024 season. From both a business perspective, a performance perspective, and even an age perspective (3 days younger than Josh Berry), Preece might be the easiest choice to get rid of.
Obviously, things can change drastically over a 36-race season, so, these drivers have plenty of time to either build or destroy their cases for staying. Still, some of these drivers have a larger hill to climb than others.
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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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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