In the high-octane world of NASCAR, the owner-driver model once symbolized the ultimate blend of skill and entrepreneurial spirit. Legends like Richard Petty and Alan Kulwicki proved that one person could master both the track and the boardroom, leading their teams to victory with a combination of driving prowess and business acumen. However, as NASCAR has evolved into a multi-billion-dollar industry, the challenges of balancing these dual roles have become as daunting as navigating a treacherous Talladega turn.

Tony Stewart, a three-time NASCAR champion, is often cited as a modern-day exception, having successfully juggled driving and ownership. Yet, Brad Keselowski’s experience as an owner-driver has been less triumphant, sparking debate about the model’s viability. Kevin Harvick, a seasoned veteran with a keen eye on NASCAR’s evolution, has questioned whether Keselowski’s approach can truly thrive in today’s landscape. As NASCAR continues to adapt to new rules and technologies, the question looms: Can the owner-driver tradition endure, or is it a relic of a bygone era?

Brad Keselowski needs to rekindle his Penske racing days as a driver says Harvick

RFK Racing is one of the teams that was pretty busy in the off-season. They added Kroger as a primary sponsor to one of their teams and added a third charter. From a business standpoint, the team is on the right path with Chris Buscher leading the charge, but for some reason, Keselowski just hasn’t been able to hit his strides ever since he took on the ownership role.

Harvick acknowledged Keselowski’s efforts but pointed out the immense workload associated with balancing both roles. “Well, you know, I think that you know, I think that Brad’s put RFK racing in a good position with making the organization better, being a driver’s full-time job. And you know, doing both is a big undertaking. But you know, I think Brad has done a great job on the team side,” Harvick said on the Happy Hour podcast. However, he also emphasized the challenge that comes with it, adding, “But it’s a big workload for Brad to do both.”

Harvick himself has seen how driver-ownership operations are a tricky task at Stewart Haas Racing. While SHR did have success and championship glory, they ultimately pulled the plug on NASCAR racing last year. But in Keselowski’s case, Harvick is concerned about his driving ability and being competitive on the racetrack. The driver of the No. 6 has failed to register a single top 10 results since the start of the 2025 season. Not even on the superspeedway tracks that is considered his strong suit.

In the Next Gen era, the veteran driver only has one win to his name which came last year at Darlington. And let’s be honest if it wasn’t for the scuffle between Tyler Reddick and Bueshcer, Keselowski might have not bagged the win. “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.” Harvick added. The #6 team was good at both Talladega races last year, so maybe speedway racing is their strength, but Harvick isn’t sold on the idea with inconsistent results year after year.

Despite the mounting challenges, Keselowski remains committed to RFK Racing’s long-term vision. While immediate results have been inconsistent, his leadership could eventually bear fruit. However, Harvick’s assessment underscores a crucial reality: what worked for Stewart may not work for Keselowski in NASCAR’s rapidly evolving competitive landscape.

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Tony Stewart’s Blueprint for Success vs. Keselowski’s Uphill Battle

Tony Stewart’s transition from driver to co-owner of Stewart-Haas Racing (SHR) in 2009 was a masterclass in leadership. Not only did he secure a championship in 2011, but his ability to attract strong partnerships, including Gene Haas’ financial backing, allowed SHR to remain competitive. Stewart’s success was built on an established infrastructure that enabled him to split his focus between driving and managing the team without losing ground on the competition.

Brad Keselowski, on the other hand, stepped into a far different situation when he took co-ownership of RFK Racing (formerly Roush Fenway Racing) in 2022. Unlike SHR, RFK had been struggling for years, and Keselowski’s mission was to rebuild rather than sustain a winning team. Despite his efforts to inject new energy into RFK, the team has yet to consistently challenge the dominance of powerhouse organizations like Hendrick Motorsports and Joe Gibbs Racing.

Stewart had the advantage of stepping into an operation that was already on the rise. SHR had a winning pedigree, a strong technical alliance with Hendrick Motorsports, and resources that made the transition smoother. Keselowski, in contrast, inherited a struggling team that had lost its competitive edge. Turning RFK Racing into a contender requires not only strategic investments but also a complete overhaul of its racing philosophy, something that cannot be achieved overnight.

Additionally, Keselowski is facing a different era of NASCAR where technological advancements, engineering developments, and data-driven strategies outweigh traditional instincts. Stewart’s success was forged in a time when sheer driving ability and mechanical expertise played a larger role. In contrast, today’s sport requires a driver-owner to act as both an executive and an engineer, making the dual role even more demanding.

While Keselowski has shown glimpses of promise, particularly with his leadership in RFK’s restructuring, the path to sustained success remains uncertain. Harvick’s comments highlight the difficulties of maintaining a dual role in a sport that now demands specialized focus. Whether Keselowski can defy the odds or not, his journey will serve as a defining case study for future generations of owner-drivers. But as NASCAR continues to evolve, it may very well leave the owner-driver model behind for good.