IndyCar—the land of speed, unpredictability, and some of the bravest drivers on earth. Despite boasting jaw-dropping racing and a pedigree steeped in American motorsport history, the series lags behind NASCAR in popularity, both on and off the track. It’s a paradox that has perplexed fans and insiders alike, none more so than Will Buxton, who—fresh off his move to cover IndyCar—declared it “the most exciting motorsport on earth.” But as much as the racing purist’s heart skips a beat for Roger Penske’s series, fans believe a glaring problem keeps it from its rightful place at the top.

Will Buxton sings high praise for Roger Penske’s series as fans point out flaws

Will Buxton’s addition to IndyCar’s broadcasting lineup was met with excitement. As one of Formula 1’s most recognizable voices—thanks in part to Netflix’s Drive to Survive series—Buxton’s passion for racing is infectious. On the Off Track podcast, he did not doubt his belief in IndyCar’s potential.

“There is no reason, for me, why IndyCar should not be the most popular motorsport in the United States,” Buxton stated. “There is no championship on earth that has racing at this level, that has competitiveness at this level, where you genuinely do not know who is going to pass that checkered flag first. That’s one of the strongest suits of the series—its unpredictability.”

Buxton’s enthusiasm is shared by diehard fans who revel in the series’ thrilling 240+ mile-an-hour racing and diversity of tracks. Yet, even as Buxton beams about IndyCar’s on-track product, fans have pointed out off-track shortcomings that hold the series back.

While IndyCar fans agree with Buxton’s sentiments about the quality of racing, they’re equally vocal about why the series struggles to gain a foothold against NASCAR. Chief among their complaints? The schedule.

“I still think the schedule is the biggest problem. It’s a bit better this year but that lack of consistency in being on weekly or almost weekly to start the season really hurts IndyCar”, said one fan.

“Fix the schedule so there isn’t a three-week layoff after St. Pete, and we’ll really be going places,” another fan remarked, referencing the awkward gaps early in the season that kill momentum. Another added, “The schedule needs to be 20 races. Five short ovals, five big ovals, five road courses, five street tracks. Make it a true driver’s championship.”

Currently, the 2025 calendar features 17 races, including a newly introduced quadruple-header with events at Mid-Ohio, Iowa Speedway, Toronto, and Laguna Seca. But for many fans, the series’ inability to expand to a 20-race season—a benchmark last achieved by CART in 2000—is emblematic of larger issues as one fan said “I think Indycar in all of it’s history (Well at least the last 50 years) has only hit 20 races once. And that was CART in 2000. I hope they can hit 20 races but history isn’t boding well for that one lol.”.

NASCAR, by contrast, has not only maintained a robust schedule but is expanding its reach internationally. In 2025, NASCAR will race at Mexico City’s Autódromo Hermanos Rodríguez, marking its first international points-paying event since the 1950s. Roger Penske’s series, meanwhile, has been discussing a return to Mexico for years without progress.

Pato O’Ward: A missed opportunity in Mexico

No one feels the sting of IndyCar’s international stagnation more than Mexican driver Pato O’Ward. NASCAR’s bold move into Mexico City is a stark reminder of IndyCar’s missed opportunities.

Late last year, O’ Ward had some choice words for the senior IndyCar management. “[NASCAR] beat us to the cake,” O’Ward lamented. “I strongly believe that we’re not only late, but I strongly believe there isn’t any more room in Mexico City.” He noted that another viable option would be Monterrey’s Parque Fundidora, but significant investment would be required to make it race-ready.

IndyCar CEO Mark Miles defended the series’ efforts, claiming that promoters in Mexico City were hesitant to partner. Miles’ comments, however, revealed an outdated view of fan engagement. “It’s clear Pato isn’t as famous as the last previously famous Mexican driver—Adrian Fernandez,” Miles said, before pointing to O’Ward’s presence on billboards as evidence of his growing popularity. But in today’s digital age, success isn’t measured by billboards—it’s measured by social media impressions and fan engagement. By those metrics, O’Ward is a rising star, with a following almost as large as the series itself.

O’Ward has worked tirelessly to promote the sport in his home country, even personally funding efforts to broadcast IndyCar races on Mexican television. Yet, as he told The Elizabeth + Ash Show, the series’ lack of urgency has been a recurring frustration. “I think a lot of people don’t want to have losses, and that’s what scares people out of doing something,” he said.

IndyCar’s lack of urgency is a recurring theme, and it’s one that ultimately points back to the top. Roger Penske’s acquisition of the series in 2019 was heralded as a turning point, but fans have grown frustrated with what they see as overly cautious leadership. While NASCAR takes bold steps like the Mexico City race and Netflix docuseries, IndyCar appears stuck in neutral.

Buxton’s arrival and his vocal support for IndyCar’s potential offer a glimmer of hope. But as long as the series continues to falter in scheduling, marketing, and international expansion, it risks remaining in NASCAR’s shadow. As one fan put it, “Your series can be the most diverse racing series on earth along with the fastest, but if no one’s watching, what’s the point?” Do you think IndyCar can turn their slowly sinking ship around?