NASCAR mailbag: What is the future of the Truck Series?

Each week SB Nation’s NASCAR reporter Jordan Bianchi answers your questions about the latest news and happenings within the sport. If you have a future mailbag question, email jordanmbianchi@gmail.com.

Don’t you think if he showed some more class every so often he’d get more respect? I feel like Kyle Busch will never be a great driver because of how he acts off the track. All people will do is focus on the bad stuff and overlook his wins and championships.

-- Mike

The legacy of Kyle Busch has ways to go before it’s fully written. There’s a reasonable chance what he’s ultimately remembered for hasn’t even occurred yet, as he has another 10 to 12 prime years left and a lot can transpire between now and then.

In many aspects Busch’s legacy may mirror Darrell Waltrip’s career trajectory. Upon first coming into NASCAR, Waltrip did and said many things deemed disrespectful, from boastful proclamations to criticizing the old guard of David Pearson, Richard Petty and Cale Yarborough, earning him the nickname “Jaws” for his big mouth.

By the time Waltrip wrapped up his career, however, he was a beloved fan favorite. Someone regarded as a cherished figure, with most everything that happened during his early years representing part of his story, though not the complete story.

Beyond question, Busch through the years could’ve saved himself a lot of headache had he exercised greater deliberation within the moment. But it’s also worth pointing out that, with the exception of taking a swing at Joey Logano, Busch hasn’t been involved in any incidents where he’s deserved harsh criticism this season. And no, dropping a mic during a press conference following a stinging second-place finish to Austin Dillon on fuel mileage doesn’t count.

Often it feels as if fans expect drivers to be ultra-competitive on the track, then immediately be sunshine and smiles when they get out of the car. This is idealistic, an unfair standard to hold them to considering the high stakes. Certainly some drivers handle themselves better facing defeat — Dale Earnhardt Jr. and Jimmie Johnson are in this group — but this does not and will never apply to everyone. This is the camp Busch firmly resides in.

What happens with Furniture Row Racing and the No. 77 car? With how strong Martin Truex Jr. has been all year and with Erik Jones looking good recently, you’d think all the big-name free agents would be doing all they can to get that seat. How is this not a slam-dunk that a big name doesn’t end up there?

-- Jason

Under normal circumstances, FRR owner Barney Visser could have his pick of Kurt Busch, Kasey Kahne and Matt Kenseth to plop into the No. 77 car and replace the departing Jones. Any of the three candidates represent sound options to ensure FRR’s second team continues to be competitive.

Except nothing is normal about NASCAR’s current economic climate, where sponsorship is scarce and the funding that is available is at lower rates than what teams are accustomed to. A market correction is afoot where organizations are adapting by reducing overhead, which includes shedding a whole full-time team in some instances — Roush Fenway Racing and Richard Petty Motorsports each recently contracted.

Despite the changing landscape, FRR was one of the few teams to buck the trend and expand. But the original plan, which called first for Jones to drive the No. 77 Toyota in 2017 then likely be succeeded by Daniel Suarez the following season with both bringing additional sponsorship, fell apart when Carl Edwards unexpectedly retired last offseason.

Instead, Suarez is already at Joe Gibbs Racing as Edwards’ successor and Jones is headed there in 2018 to replace Matt Kenseth. This sequence has left FRR in scramble mode needing a new driver and struggling to find adequate funding, a quandary where it cannot determine the former without first figuring out the latter.

What does Brad Keselowski closing his Truck Series team mean in the big picture? Because it seems NASCAR either needs to find a way to get more money into the series or shut it down because there are so few good teams.

-- Danny

It speaks volumes when an owner with a strong commitment to providing a platform for grassroots racers to showcase themselves feels he can no longer do so because of the economic realities where he’s losing $1 million a year. And it’s not as if this is an isolated case where one team couldn’t figure out how to make it work financially, as Red Horse Racing, another championship-caliber organization, folded in May.

The Truck Series has devolved into a money pit where even competitive teams that routinely challenged for wins find it difficult to break even. NASCAR officials understand this and are taking steps to rectify the problem. The sanctioning body is currently testing a crate motor, which has a lower price point and can go longer without needing a rebuild, and hopes to roll out the engine on a limited basis next season. Reducing the number of travel days is another point of emphasis.

Lowering costs and therefore opening the door for potential new teams to emerge sounds like a good idea on the surface, but it does present challenges.

Moving to a spec engine provides little benefit to the manufacturers currently pumping money into the series and keeping it afloat. Without Toyota’s support Kyle Busch Motorsports wouldn’t exist, and if the company is no longer gaining something tangible from its investment, then Toyota will likely eventually pull out. Busch is on record saying he will only continue operating a team with Toyota’s backing, and losing an additional three full-time teams isn’t something the Truck Series can endure.

It’s a catch-22 where every possible solution brings further hurdles. A delicate balance leaving some within the industry wondering if the Truck Series can remain viable going forward and if perhaps NASCAR is best served with only two national divisions.