On February 23, 1964, Richard Petty dominated Daytona as he led 184 of 200 laps, claiming the first of his seven Daytona 500 victories. That era, defined by raw horsepower and driver skill, represents the soul of NASCAR that veterans and fans still pine for. Today, as NASCAR debates its future direction, two voices from different generations but similar racing bloodlines—Richard Petty and Austin Dillon, grandson of Richard Childress (who raced against Petty)—are calling for the sport to simultaneously return to its grassroots while adopting progressive scheduling changes reminiscent of Formula 1’s approach.

The debate isn’t merely about nostalgia—it’s about recapturing the electricity that once made NASCAR America’s fastest-growing sport. While Petty advocates for more horsepower and speed to separate the competitors, Dillon believes a combination of grassroots-style venues and a dramatically condensed schedule could reignite fan passion.

Richard Childress’ grandson demands some startling changes

For Austin Dillon, NASCAR’s recent experiment at Bowman Gray Stadium for the Clash demonstrated exactly what the sport needs. “The Clash at Bowman Gray was a great atmosphere. Being in the race car, it felt like you were at a rock show,” Dillon remarked in a conversation with The Athletic, highlighting the electric energy. The impact was so significant that his own crew members, who didn’t even have pit responsibilities during the event, were captivated. “My gas man was like, ‘As soon as tickets come on sale next year, I’m buying six no matter what,'” he shared, underscoring how the intimate, arena-style racing resonated even with industry insiders as the track returned to NASCAR after 54 years.

But Richard Childress’ grandson’s vision extends beyond venue selection to the very structure of NASCAR’s calendar. “Do 20 races—10 regular season, 10 championship,” Dillon suggested when asked about his ideal schedule. This radical reduction—NASCAR currently runs 36 points-paying races—would, in Dillon’s view, make each event “more impactful” with “more buildup” leaving “everybody craving it.” Most critically, he stressed the importance of concluding before football season begins, maximizing NASCAR’s spotlight in the crowded sports landscape. Notably, NASCAR’s open-wheel counterpart, Formula One, follows a similar theme of fewer races with longer breaks between some races to increase the anticipation and also because of the travel being much more rigorous as they go all around the world.

These sentiments align remarkably with Richard Petty’s ongoing critique of modern NASCAR. “The way to make it more exciting is give them more horsepower. Let them run faster,” Petty stated when addressing fan concerns about superspeedway racing. “The faster they go, the harder the driver must remain on his toes,” he continued, echoing Richard Childress’ grandson’s desire for more compelling competition. Both men, separated by generations but united in racing heritage, recognize that NASCAR’s current package—with restricted horsepower and fuel-saving strategies—has diluted the raw excitement that once defined the sport. With more speed and fewer races to show your speed, Dillon and Petty’s ideas work together seamlessly to produce a great racing product.

As NASCAR considers its future, the unified voice of racing royalty presents a compelling case for evolution. The question becomes whether NASCAR leadership will heed these calls from its most storied families or continue down its current path. The Petty-Dillon perspective isn’t isolated. Dale Inman, Petty’s legendary crew chief, recently voiced frustration about fuel-mileage tactics overtaking the sport. “The gas mileage thing, saving gas, that just changes the speed we’re racing now,” Inman observed, lamenting how strategic conservation has replaced all-out competition. Similarly, Denny Hamlin—who shares Petty’s concerns about reduced horsepower—stated earlier this year, “I feel like the Daytona 500 is a microcosm of the sport in general… We took away horsepower because we wanted to look good on TV.”

This chorus of voices from NASCAR’s past and present highlights a fundamental tension in the sport’s evolution. Since 2015, NASCAR has gradually reduced engine horsepower—from 900 HP in 2014 to just 670 HP in the Next Gen cars. While motivated by safety and cost concerns, these changes have altered the sport’s fundamental character, moving it away from the high-speed, driver-centric competition that both Petty and Dillon advocate returning to, albeit through different but complementary approaches.

Denny Hamlin opens up for a similar cause

Even Denny Hamlin expressed anger towards NASCAR’s modern superspeedway package. As per him, “Let’s be a little sensitive with these ‘knee-jerk reactions’ because they are why we were able to go 175 mph on these race tracks, and it’s why we’re wrecking each other so hard,” Hamlin said during his Actions Detrimental podcast. “I’d rather have us go 200 mph with a bit more room, and it would be safer. I am telling you it would be.”

Both Petty and Hamlin cite the unforeseen effects of NASCAR’s efforts to control speed and safety. Hamlin puts forth that the new-age cars compel drivers to pack race, where they are forced to bump, push, and fight hard for position. These high-stress situations knock on the doors of unwanted wrecks.

Preece’s multi-flip wreck at Daytona in 2025 highlighted the debate on safety. But Hamlin cautioned that the true peril wasn’t the flip so much as it was the abusive landing. “When he [Ryan Preece] said that this wreck was harder on him than the flip, I would agree 100% when watching it anytime your car comes down like flat on the bottom, I mean it’s back breaker. It’s the wreck, not the flip. The flip is gonna get all the air time, but when his car slams back down on the ground, I can’t tell you how hard that hurts. It is really bad for the spine.”

All the racers are concerned about safety, but first, NASCAR needs to reconsider its strategy. The sport improved much in 1994 with the use of roof flaps to eliminate airborne crashes, but Preece’s bone-chilling accident confirmed that additional innovation is essential. Hamlin maintains that rather than responding to each high-profile accident with added limitation, NASCAR must work to further hone the car’s aerodynamics and energy-absorbing materials in order to keep drivers safer without reducing the sport’s excitement.