The realm of NASCAR is witnessing a growing debate regarding the viability of the owner-driver model amidst its rapid evolution into a multi-billion-dollar industry. The iconic model, once a symbol of the perfect fusion of driving skill and entrepreneurial acumen, is now under scrutiny with driver-owners facing the increasingly difficult task of straddling both the racetrack and the boardroom.
Tony Stewart, a celebrated three-time NASCAR champion, successfully carried both the mantle of a driver and an owner. However, Brad Keselowski’s journey as an owner-driver has been less than triumphant, sparking questions about the feasibility of this model in the contemporary racing landscape. A seasoned veteran and keen observer of NASCAR’s evolution, Kevin Harvick, has cast doubt on whether Keselowski’s approach can truly flourish in the current scenario. As the sport continues to grapple with new rules and technologies, the question remains: Is the owner-driver tradition an enduring legacy or a fading relic?
Keselowski, despite his efforts to steer RFK Racing towards success, has been struggling to regain his driving form since assuming the role of owner. His team has made significant strides off the track, securing Kroger as a primary sponsor and adding a third charter. Yet, Keselowski’s performance on the track has been lackluster, failing to notch a single top 10 result since the inception of the 2025 season, even on the superspeedway tracks that were once his stronghold.
Harvick, who has firsthand experience of the complexities of driver-ownership at Stewart Haas Racing, acknowledges Keselowski’s efforts but highlights the enormous workload that comes with juggling these roles. He voiced his concerns on the Happy Hour podcast, saying, “Brad’s put RFK racing in a good position, making the organization better. But doing both is a big undertaking. It’s a big workload for Brad to do both.”
The veteran driver, however, has not held back his apprehension about Keselowski’s ability to remain competitive on the racetrack. He commented, “What is the strength of the No. 6 team? It’s not road racing. I don’t know if they’ve found a way to know what their strength is.” He added that despite the #6 team’s decent performance at both Talladega races last year, their inconsistent results year after year have left him skeptical.
Tony Stewart’s transition from driver to co-owner of Stewart-Haas Racing (SHR) in 2009 is a testament to the potential success of the owner-driver model. His leadership prowess, highlighted by securing a championship in 2011 and attracting strong partnerships, contributed significantly to keeping SHR competitive. However, Keselowski’s journey as the co-owner of RFK Racing, a team that had been struggling for years, has been an uphill battle. Despite Keselowski’s efforts to infuse new life into RFK Racing, the team is yet to consistently challenge the dominance of powerhouses like Hendrick Motorsports and Joe Gibbs Racing.
The NASCAR landscape Keselowski is navigating is vastly different from the one Stewart succeeded in. Today’s sport demands a driver-owner to be both an executive and an engineer, as technological advancements, engineering developments, and data-driven strategies overtake traditional instincts. While Keselowski has shown promise, particularly in leading RFK’s restructuring, his path to sustained success remains clouded with uncertainty. Harvick’s remarks underline the challenges of balancing dual roles in a sport that increasingly requires specialized focus.
Keselowski’s journey, whether he defies the odds or not, will undoubtedly serve as a compelling case study for the future generations of owner-drivers. However, as NASCAR continues to progress at breakneck speed, the owner-driver model may well become a relic of a bygone era.
