racing

Kyle Busch was one of NASCAR’s biggest stars and most successful drivers.

He was Cup Series champion in 2015 and 2019 and his 234 wins in NASCAR’s top three series is an all-time record.

The driver known as “Rowdy” and “Wild Thing” may have been known for brash behavior that included post-race fights and feuds with other drivers, but he was also respected as a fierce competitor and dedicated family man.

His death Thursday at age 41 came as a shock to the racing world. No cause of death has been disclosed.

“Our entire NASCAR family is heartbroken by the loss of Kyle Busch,” NASCAR said Thursday in a statement released jointly with the Busch family and his team, Richard Childress Racing. “A future Hall of Famer, Kyle was a rare talent, one who comes along once in a generation. He was fierce, he was passionate, he was immensely skilled and he cared deeply about the sport and fans.

“Throughout a career that spanned more than two decades, Kyle set records in national series wins, won championships at NASCAR’s highest level and fostered the next generation of drivers as an owner in the Truck Series. His sharp wit and competitive spirit sparked a deep emotional connection with race fans of every age, creating the proud and loyal ‘Rowdy Nation.’”

The statement concluded: “NASCAR lost a giant of the sport today, far too soon.”

Busch is survived by his wife Samantha, son Brexton, 10, daughter Lennix, 4, parents Tom and Gaye Busch, and older brother Kurt Busch, a NASCAR Hall of Fame inductee who was the Cup Series champion in 2004.

Kyle Busch, left, and Kurt Busch pose with their mother, Gaye Busch, prior to a race May 8, 2022, in Darlington, S.C.

(James Gilbert / Getty Images)

RCR announced Friday that it is suspending the use of Busch’s No. 8 and will run No. 33 in its place.

“Kyle Busch was instrumental in the design of RCR’s stylized No. 8 and it has become synonymous with Kyle and an important symbol for his fans and the NASCAR industry,” the team said in a statement. “No one can carry it forward to the level that he did. The No. 8 is reserved and ready for Brexton Busch when he is ready to go NASCAR racing.”

Busch spent the early years of his NASCAR career with Hendrick Motorsports.

“This is an incredibly painful shock for all of us and a heartbreaking loss for the NASCAR family,” team owner Rick Hendrick said in a statement. “Kyle was one of the most talented drivers I’ve ever seen and a racer in the truest sense of the word. He had a fire and competitive spirit that drove him to be great.

“I watched Kyle grow up in this sport and valued the friendship we shared long after he drove for our organization. As much as he loved to drive a race car, nothing brought him more joy than being a husband, a father and watching his son race.”

Busch won his first Cup Series race in 2005 and claimed rookie of the year honors the same year.

Jeff Gordon, left, talks with Kyle Busch prior to a race Oct. 30, 2016, in Martinsville, Va.

(Robert Laberge / Getty Images)

“Kyle was a fierce competitor who demanded the very best from himself each time he put on the helmet,” former Hendrick teammate Jeff Gordon wrote on X. “As teammates, I saw firsthand the passion and intensity he brought to the sport every single day. He was a champion and prolific racer who made a tremendous impact on NASCAR and was a lifelong advocate for all forms of motor sports.”

Fellow former Hendrick teammate Jimmie Johnson wrote on X: “Kyle Busch wasn’t just one of the fiercest competitors our sport has ever seen, he was one of the most talented race car drivers I’ve ever shared a track with. We spent years as teammates at Hendrick Motorsports, and even as competitors, there was always a deep respect for what he could do behind the wheel.

“Kyle pushed all of us to be better. His passion, intensity, and love for racing were unmatched, and his impact on this sport will be felt forever. I’ll always remember the many laughs and conversations away from the spotlight, and most importantly the way he cared so deeply about his family. …

“NASCAR lost one of its greatest talents today, and we’ve all lost a friend.”

Busch was let go by Hendrick Motorsports after the 2007 season, making room for the team to sign Dale Earnhardt Jr.

“Kyle and I had a really challenging existence for many years,” Earnhardt wrote on X. “But we luckily took the time to figure out our differences and that was something he instigated with a conversation in his bus around how we each managed our racing teams. I was super eager for us to get on better terms. But it was he who made the effort for that to be possible.”

Earnhardt added: “Kyle was one of the greatest drivers in NASCAR history. No one can deny that. But he was also a father, a husband, brother, son, and a friend to many. My heart is broken for the Busch family. I will never be able to make sense of this loss but I am thankful that we had found a way to become friends.”

Busch then moved to Joe Gibbs Racing, where he remained until 2023 and saw much of his career success.

“Kyle was a fierce competitor, an incredible teammate, and, far more importantly, a devoted husband, father, and son,” Joe Gibbs Racing said in a statement. “His impact on our organization and on the sport of NASCAR will never be forgotten.”

Kyle Busch, left, stands in the garage with Denny Hamlin before a practice Oct. 11, 2007, in Concord, N.C.

(Streeter Lecka / Getty Images)

Former JGR teammate Hamlin wrote on X: “Absolutely cannot comprehend this news. We just need to think of his family during this time. We love you KB.”

Busch was ranked 24th in the Cup Series this year, with his best finish being eighth place at Watkins Glen International in Dix, N.Y., on May 10. He also was racing part-time for Spire Motorsports in the Craftsman Truck Series. He had two victories in that series this season, including one last week at Dover Motor Speedway in Delaware.

“Simply put, he was one of the best to ever do this,” Spire Motorsports co-owner Jeff Dickerson said in a statement. “But for those closest to him, there was always another side. For years, many of us would tell people there was a softness behind the public persona they rarely saw. As much of a bad ass as he was on the track, some of us were lucky enough to experience how deeply he loved, how much he cared, and yes, how much he hurt. …

“We used to tell people about that side of him, and some would assume we were just trying to reshape public perception. No one could question it now. By now, the world has seen the incredible devotion he had to being a father to Brexton and Lennix. He loved his kids more than anything. The pride in his voice whenever he talked about them is something I will always remember with gratitude. … My heart absolutely breaks for you, Brexton and Lennix.”

Here are more tributes to Busch posted on X by members of the racing community:

— “I made him earn every victory and stole a few from him along the way,” Brad Keselowski wrote. “We took our shots at each other, in the media and on the track. But I’d like to think that somewhere deep down there was an appreciation that we pushed each other to perform at the highest level, even if neither of us would’ve admitted it. Tonight, I feel a little like the coyote with no more roadrunner to chase. His loss is all of our loss, but none more so than his family’s.”

Kyle Busch, left, and Clint Bowyer sit together in the garage during practice Sept. 21, 2007, in Dover, Del.

(Russ Hamilton / Associated Press)

— “There aren’t really words for today,” Ricky Stenhouse Jr. wrote. “I’ve raced against Kyle for a long time, and anyone who’s lined up next to him knows exactly what made him special, he gave you everything he had, every single lap, and he made all of us better for it. But more than the wins and the records, I keep thinking about Samantha, Brexton, and Lennix, and the entire Busch family right now. That’s where my heart is. Rest easy, Rowdy. The sport won’t be the same without you.”

— “I just talked to him Friday,” Clint Bowyer wrote. “In complete shock, as we all are. The devastation and sadness is beyond words. Praying for Samantha, Brexton, Lennix, his entire family and loved ones.”

— “I’m so sad and stunned to hear the news about KB,” William Byron wrote. “He meant so much to a lot of people, not just myself. Kyle was the best mentor you could ever have. He was incredibly unselfish, cared about his people and his family deeply. And helped shaped my career to what it is. I’m heartbroken.”

This question essentially centres on the push by FIA president Mohammed Ben Sulayem to return Formula 1 to a set of engine regulations that are pretty much the same as the era from 2010-13.

We delved into this topic extensively last week. There’s a link to that article below.

Now, as to the specific question, yes, 2013 was pretty boring, or at least the second half of it was.

The season started relatively competitively – Red Bull’s Sebastian Vettel won four of the first 10 grands prix, but Ferrari’s Fernando Alonso, Lotus’ Kimi Raikkonen and Mercedes drivers Nico Rosberg and Lewis Hamilton all won over that period.

But a change to the specification of tyres following a series of blow-outs at the British Grand Prix led to Red Bull dominating and Vettel won the last nine races in a row to clinch a fourth consecutive world title.

The last years of the V8 era, once refuelling was banned at the end of 2009, fluctuated between intensely competitive and, er, not.

The 2010 and 2012 seasons had gripping title fights. In 2010 there were five drivers in the running until the penultimate race, and four mathematically at the last one.

That was the year Ferrari dropped the ball on strategy in Abu Dhabi and threw away the title, letting Red Bull and Vettel in to win their first title.

In 2012, there were seven different winners in the first seven races, and the title fight between Vettel and Alonso went to the final race again.

In 2011, as in 2013, Vettel and Red Bull dominated.

But there were a lot more factors involved in those scenarios than just engines. Tyres, for one. The relative competitiveness of the cars for another.

However, the naturally aspirated era – and especially the years from 1994-2009 when there was refuelling – was notorious for the lack of overtaking on track.

That has certainly increased this year with the new style of “yo-yo racing” brought about by the new hybrid engines.

There are so many issues wrapped up in this engine debate. Some of it may well be people harking back to the past, one they felt was more attractive than what F1 serves up today.

But there is also a cost issue, whether the essence of F1 has been polluted, noise, the changing road-car market place and on and on.

Before answering this question directly, it’s important to point out that not everyone views the new rules in such a negative way.

There is an acceptance in F1 that qualifying has been significantly negatively affected, in terms of the driving experience of being on the limit.

Efforts have already been made to address that up to a point this year, and larger steps are in the making for next year.

At the same time, most senior figures in F1 – including some of the drivers – agree that there has been a positive effect on the racing, even if some of the increased number of overtakes that have been seen can be argued to be artificial and down to offsets between states of charge.

TV figures over the first three races were up by more than 20% – all three of Australia, China and Japan had significant increases. Miami’s are not available yet.

Now, as for the genesis of the new regulations, the target when talks started five or so years ago was to attract more manufacturers.

At the time, the direction of road-car technology was firmly electric, so it was decided in concert with the manufacturers to increase the amount of electrification.

A nominal 50-50 split between internal combustion and electric was agreed. Fully sustainable, carbon-neutral fuels were added for further environmental credibility.

The MGU-H, a part of the hybrid system that recovered energy from the turbo, was removed. The reasoning being it was complex and expensive – and therefore hard for new manufacturers to compete with existing ones – and not road relevant.

Following the announcement of those rules, first Audi committed to F1. Soon afterwards, Ford and General Motors did the same, and Honda reversed its decision to quit.

Had the rules not changed, F1 now would have a maximum of three manufacturers or possibly only two, Mercedes and Ferrari, if Renault had gone ahead with its withdrawal.

Instead, it has six.

The problems started when the teams started to look at what a near 50-50 energy split with an engine devoid of an MGU-H meant in terms of operating the cars.

Very early on, at least by 2023, there were warnings that the cars would be energy starved.

Energy recovery from the front axle could have solved this, but this was rejected on the basis that it could give Audi an advantage as it had experience in it from world endurance racing.

The result was a series of sticking-plaster solutions – such as active aerodynamics – that only tickled with the fundamental problem.

It’s hard to get a definitive answer as to why someone in authority did not ask everyone to stop, step back for a minute, look at the big picture, and ask whether the 50-50 split was really so important. And whether the sport should change tack. Clearly, that was a failure.

So now the rules have to be amended. And solutions that could have been introduced before 2026 – such as altering the energy split and making it more in favour of the internal combustion engine – are now likely to be introduced for 2027.

Parallel to that, talks are now ongoing on what comes next – from either 2030 or 2031.

The trajectory of road cars has changed. Electrification is still coming, but – it seems – not to the same degree or at the same speed as was thought five or so years ago.

In F1, a reversal away from electrification to some degree is inevitable. But how much remains to be seen.

A naturally aspirated engine – most likely a V8 – with token hybrid is being pushed by FIA president Mohammed Ben Sulayem.

But for various reasons that exact solution may not be acceptable to all stakeholders, nor the panacea its proponents claim. Negotiations are ongoing.

Kyle Loftis, who started filming street racing with a point-and-shoot camera and went on to become a pioneer in car culture media, has died, his company confirmed Wednesday. He was 43.

“We are extremely saddened to share that Kyle Loftis, the founder of 1320video, passed away last night,” the company wrote in a statement posted on social media. “We are in a state of shock.”

No cause of death has been disclosed.

The Sarpy County Sheriff’s Office and Gretna Fire Department in Nebraska responded to Loftis’ home Tuesday night, a spokesperson for the sheriff’s office said in a statement emailed to The Times.

“Loftis was declared deceased; his death is not suspicious,” the spokesperson wrote. “Out of respect for privacy, we will not be releasing further details.”

According to his LinkedIn page, Loftis attended the University of Nebraska at Omaha from 2000-2005 and earned a bachelor’s degree in management of information systems.

It was there, Loftis said in a 2023 video on his company’s YouTube channel, that his interests in car stereos and photography evolved into a passion for street racing — in particular, capturing races in still photos and on video and making that media available to fans.

“I’m a hardcore ‘car nut’ that’s taken his love for cars and turned it into the most amazing ‘job’ of my life,” Loftis wrote on LinkedIn. “Through my business, 1320Video, I’m able to experience the craziest & best automotive events (fitting my tastes) and share them with millions of people around the world!”

Back in the early days, Loftis posted his work on message boards and sold it on DVDs. For nearly 10 years after college, he worked for PayPal while building his motorsports media business on his own time. He dedicated himself to 1320Video full time starting in January 2015.

Currently, 1320Video has nearly 4 million subscribers on YouTube, more than 6 million followers on Facebook and nearly 3 million followers on Instagram.

“Kyle’s passion for motorsports inspired millions of people around the world and we will never forget what he has done to grow our beloved sport,” 1320Video wrote. “Kyle was a beam of light at every gathering… his enthusiasm, kindness, and creativeness was contagious.

“Let us pray that Kyle is in a better place.”

Garrett Mitchell — the YouTuber and stock car racer known as Cleetus McFarland — posted a tribute to his longtime friend on Facebook.

“Completely shocked about the loss of Kyle,” Mitchell wrote. “The most influential person on my life. We’re crushed. Please pray for his Mother and close friends, they need it most.”