Chandler Smith Pulled Off One of Daytona’s Wildest Finishes — One Day After Missing the 500

There are few things in NASCAR that feel as electric as a superspeedway photo finish. Then there was Friday at Daytona: Chandler Smith — fresh off failing to make the Daytona 500 the previous day — ripped through a four‑wide melee on the final drag to the line and stole the NASCAR Craftsman Truck Series season opener in a finish that felt like something out of a movie.

This wasn’t luck. It was timing, teamwork, and the kind of boldness that separates a headline moment from a "what if." Let’s unpack why that last lap mattered, how Smith got there, and what it might mean for his season.

What happened — the finish in plain English

• On the final lap of the Fresh From Florida 250 at Daytona International Speedway, John Hunter Nemechek led the pack out of Turn 4.
• As the leaders jockeyed three‑wide, Gio Ruggiero made an aggressive outside run. Nemechek tried to block, which opened the inside just enough.
• Chandler Smith, running sixth entering Turn 3 of the final circuit, grabbed a huge push from teammate Ty Majeski and sliced into the open bottom lane.
• Smith completed a four‑wide pass and beat Ruggiero to the line by 0.044 seconds. The top five were separated by just 0.069 seconds — pure superspeedway chaos. (motorsport.com)

Why the timing made this so juicy

• One day after missing the Daytona 500, Smith showed how quickly fortunes can flip in NASCAR. The sting of a DNQ turned into a spotlight moment 24 hours later — the kind of narrative motorsport fans eat up. (motorsport.com)
• Superspeedway racing rewards collaboration and split‑second decisions. Majeski’s push was the unsung engine of the win; Smith acknowledged that publicly, and it underscores how much drafting partnerships still matter. (nascar.com)
• Daytona’s unpredictability — spins, late cautions, and fuel gambles — compressed opportunity into those final laps. When packs stay intact, the line is thin and the payoff for a courageous seam‑cut is massive. (motorsport.com)

A little context on Smith and the field

• Chandler Smith drives the No. 38 Ford F‑150 for Front Row Motorsports in the Truck Series and has been building momentum in recent seasons. The Daytona win is his eighth Truck Series victory and his first at the season opener at Daytona. (frontstretch.com)
• The race was sprinkled with big names and storylines: Tony Stewart made an anticipated on‑track return but crashed in Stage 2, Cleetus McFarland and Travis Pastrana made headlines, and multiple drivers — including Carson Hocevar — had dramatic spins and tire issues that shaped the late strategy. (motorsport.com)
• The event featured a record‑like flurry of lead changes and tight margins — the kind of race that makes Daytona nights feel unpredictable and theater‑like. (nascar.com)

Why this win matters beyond the trophy

• Momentum and media narratives: Turning a DNQ into a Daytona victory in roughly 24 hours is the kind of story that elevates a driver’s profile. Sponsors, teams, and fans notice how a driver responds to setbacks — Smith answered big. (motorsport.com)
• Team chemistry: Smith’s shout‑out to Ty Majeski underlines how collaboration inside a stable (even across teams) can decide wins. That dynamic is especially important at superspeedways where one push can change everything. (nascar.com)
• Superspeedway cred: Daytona (and Talladega) have a way of crowning drivers who can adapt to chaos. A Daytona win is a rare, headline‑ready achievement that can define a season’s narrative even before the schedule fills out. (frontstretch.com)

Moments that stood out

• The four‑wide pass itself — a gutsy, borderline reckless seam that worked because Smith had commitment, momentum, and the lane to do it. That image alone will live on in highlight reels.
• The narrow margins — with five trucks separated by hundredths of a second — reinforced how little separates victory from second place at these tracks. (motorsport.com)
• Smith’s reaction — gratitude, faith, and an immediate shout‑out to his crew and teammates — gave the win the human element it deserved. It wasn’t just a highlight clip; it was a team win. (motorsport.com)

What to watch next

• How Front Row Motorsports leverages this momentum in the Trucks and whether Smith’s Cup‑attempts (and the heartbreak of missing the 500) will inform a renewed focus on Truck Series championship ambitions. (roundtable.io)
• Whether drafting alliances form around Smith or if rival teams will adjust strategies to cut off his late‑race pushes at future superspeedways. The way Majeski and Smith connected on that finish will be studied by competitors. (nascar.com)
• If Daytona becomes a season‑defining moment or merely a headline: consistency across the rest of the schedule will tell us which it is.

Quick takeaways

• Smith turned a Daytona 500 miss into a Daytona triumph in about 24 hours — a dramatic emotional reversal that fuels narratives and momentum. (motorsport.com)
• The four‑wide last‑lap pass highlighted the decisive value of drafting partners and split‑second lane decisions at superspeedways. (nascar.com)
• Daytona remains a place where tiny margins and bold moves produce unforgettable finishes — and this one will be replayed for a long time. (frontstretch.com)

Final thoughts

There’s a rare, cinematic quality when the sport’s risk‑reward calculus pays off in a moment like Smith’s finish. Against a backdrop of heartbreak (missing the 500) and high drama (spins, big‑name entries, and late cautions), Chandler Smith and his team executed a perfectly messy kind of victory: raw, team‑driven, and impossibly close. Whether this becomes the springboard to a championship run or remains a singular Daytona night, it’s a reminder why superspeedway racing still makes even veteran fans hold their breath.

Sources

• Chandler Smith wins Daytona Truck race in unreal four‑wide finish — Motorsport.com. https://www.motorsport.com/nascar-truck/news/chandler-smith-wins-daytona-truck-race-four-wide-finish/10797593. (motorsport.com)
• An OT thriller! Chandler Smith storms through to triumph in Daytona Truck opener — NASCAR.com. https://www.nascar.com/news-media/2026/02/13/nascar-craftsman-truck-series-daytona-race-recap-2026/. (nascar.com)
• Chandler Smith Wins Daytona Truck Race With 4‑Wide Pass — Frontstretch. https://frontstretch.com/2026/02/13/chandler-smith-wins-daytona-truck-race-with-4-wide-pass/. (frontstretch.com)

When Ford turned Godzilla into Megazilla: a friendly explainer

You know that feeling when a factory truck engine moonlights as a hot-rod hero? Ford did exactly that. The Godzilla V8 started life as a burly, no-nonsense 7.3‑liter powerplant for Super Duty trucks — built for durability and torque — and Ford Performance then took that same basic architecture and forged it into Megazilla: a high-performance crate engine aimed at builders who want big displacement with even bigger attitude.

Below I break down what’s actually different between the two, why those differences matter, and whether the price jump is justifiable for different kinds of projects.

Quick highlights

• Godzilla = the stock 7.3L truck engine: reliable, simple, tuned for longevity and towing.
• Megazilla = a factory-built high-performance version of the same 7.3L platform with upgraded internals, heads, and a larger throttle body — roughly +180–185 hp and a huge torque bump.
• Megazilla is sold as a crate engine and carries a much higher price and competition-use positioning compared with the more utilitarian Godzilla.

Why people care: the setup and the story

When Ford introduced the Godzilla 7.3L (around 2020), it wasn’t trying to win a horsepower war. It was offering a big-displacement pushrod V8 for heavy-duty trucks that favors durability, serviceability, and broad torque. That engine’s cast‑iron block, simple cam‑in‑block pushrod layout, and conservative internals made it ideal for work trucks.

Enter Megazilla: Ford Performance saw a platform with tons of potential and built a crate engine that keeps the block and displacement but swaps in stronger internals and performance cylinder heads to make a thoroughly different animal — one aimed at hot rods, track cars, desert rigs, and high‑power builds.

Key technical differences

• Displacement and block
  • Both are 7.3 liters with the same cast‑iron block — the shared foundation is part of what makes this transition possible.
• Internals
  • Godzilla: production truck internals (hypereutectic pistons or similar factory pieces, powdered‑metal connecting rods in the standard form).
  • Megazilla: forged Mahle pistons, forged Callies H‑beam connecting rods, and other beefed‑up hardware to handle much higher rpm and power.
• Cylinder heads and breathing
  • Megazilla gets CNC‑ported, higher‑flow heads and a larger throttle body (reported ~92 mm vs the Godzilla’s ~80 mm) plus a low‑profile intake to improve airflow.
• Cam and valve train
  • The Megazilla’s cam and valve gear are tuned for more aggressive timing and higher powerband compared with the truck tune.
• Power and torque (real-world, factory figures)
  • Godzilla (stock truck tune): ~430 hp and about 475 lb‑ft (varies slightly by model year/tune).
  • Megazilla (naturally aspirated crate engine): ~615 hp and roughly 638 lb‑ft of torque (peak and usable torque is much broader).
• Forced‑induction option
  • Ford and aftermarket builders have pushed the platform even further — Ford Performance later offered a supercharged “Megazilla 2.0” that can exceed 1,000 hp for competition use.
• Legality and intended use
  • Godzilla is a production, emissions‑compliant engine used in Super Duty trucks.
  • Megazilla crate engines are positioned for builds; higher‑output or supercharged variants are often flagged for competition or off‑road use (non‑street legal in some configurations).

The numbers that catch attention

• Horsepower delta: Megazilla ≈ 615 hp vs Godzilla ≈ 430 hp — roughly +180–185 hp.
• Torque delta: Megazilla peaks around the mid‑600s lb‑ft vs Godzilla’s mid‑400s — a dramatic increase and much more usable across the rev range.
• Price delta: Godzilla crate engines or production installations are available for much less (Godzilla crate pricing has been listed in the low‑$9k range historically), whereas Ford listed the Megazilla crate engine at around $22,995 when it went on sale — a sizable premium for the performance hardware and turn‑key nature.

So, is the Megazilla “worth it”?

• For hot‑rod builders, race teams, desert racers, or anyone who wants a straight, factory‑supported path to big, reliable NA V8 power — yes, Megazilla is compelling. It removes much of the guesswork and fabrication required to push a truck engine to these numbers.
• For truck owners who prioritize towing, longevity, and emissions compliance, the stock Godzilla is the practical choice. It’s lighter on wallet, proven in work use, and fully road‑legal in production trucks.
• For budget-minded tuners, some may prefer buying a Godzilla crate engine and upgrading specific components themselves; that can be cheaper but takes time, expertise, and risk.

My take

There’s something deliciously irreverent about Ford turning a cast‑iron truck V8 into a crate engine with supercar‑level horsepower. Megazilla isn’t just “more Godzilla”; it’s a factory‑built answer to a specific demand: builders wanting a big‑bore, durable V8 that’s already optimized for high power. The price is steep, but for many it’s the convenience, reliability, and Ford Performance backing that seal the deal.

If you’re building a trophy truck, a track monster, or a high‑power restomod and your budget isn’t shy, Megazilla is a turnkey shortcut to headline numbers. If you’re after a straightforward, workaday V8 that won’t get you arrested or exceed emissions limits, Godzilla remains an elegant and sensible choice.

Sources

• What's The Difference Between Ford's Megazilla And Godzilla V8 Engines? — Jalopnik.
  https://www.jalopnik.com/2047990/ford-megazilla-vs-godzilla-7-3-v8-crate-engines-differences/

• Ford Megazilla crate engine revealed with 615 hp — Motor Authority.
  https://www.motorauthority.com/news/1138106_ford-megazilla-crate-engine-revealed-with-615-hp

• Megazilla 7.3‑Liter Crate Engine Debuts Making 615 HP, 640 LB‑FT — Motor1.
  https://www.motor1.com/news/626445/ford-megazilla-crate-engine-debuts/

• Megazilla 7.3‑liter V8 crate engine with 615‑hp starts at $22,995 — Autoblog.
  https://www.autoblog.com/features/megazilla-73-ford-crate-engine-price-power/

• Ford Performance Unleashes Two Powerful, Supercharged Crate Engines — FordMuscle (coverage of Ford Performance announcements).
  https://www.fordmuscle.com/news/ford-performance-unleashes-two-powerful-supercharged-crate-engines/

Why Chevy Went Flat‑Plane: The Corvette’s V8 That Screams Like an Exotic

There’s a moment you can’t forget the first time you hear a flat‑plane V8 alive at full song: a high, urgent wail that feels less “American V8” and more “race car from Italy.” That’s exactly what Chevrolet chased with the LT6 in the C8 Z06 — a 5.5‑liter V8 built to rev, breathe, and sound like nothing else in the Corvette family. But the change wasn’t just about noise and showmanship. It was a careful engineering choice that traded old-school torque curves and a burbly soundtrack for low rotating mass, cleaner breathing, higher revs, and — yes — a distinctive personality.

The moment that mattered

• The LT6 is a purpose‑built, naturally aspirated 5.5L V8 with a flat‑plane crank, dual overhead cams, titanium rods, and a racing‑level dry sump system.
• Chevrolet’s aim: make a production, naturally aspirated V8 that can reliably rev into the 8,000s and deliver peak power at very high rpm — something cross‑plane street V8s struggle to do without heavy compromise.
• The result: 670 hp at around 8,400 rpm and a redline in the neighborhood of 8,600 rpm (GM figures), and an exhaust that sounds more exotic than its lineage.

What a flat‑plane crank actually does

• Different journal layout: a flat‑plane crank spaces its rod journals 180° apart in one plane (think two 4‑cylinder engines sharing a crank), versus the 90° stagger of a traditional cross‑plane V8.
• Alternating firing order: the firing alternates bank to bank, which evens out intake/exhaust pulses and helps the engine “breathe” with less internal interference.
• Lower rotational inertia: flat‑plane cranks can be made lighter and require smaller counterweights, which helps the engine accelerate in rpm faster and sustain higher revs.
• Distinctive sound: the alternating banks and equal‑length header pulses create a higher‑pitched, exotic‑style wail that’s immediately recognizable.

The tradeoffs Chevrolet accepted — and fixed

• More vibration: flat‑plane V8s are inherently less naturally balanced than cross‑plane V8s, producing stronger secondary vibrations and lateral shaking.
• How Chevy mitigated it:
  • Radical weight reduction in reciprocating parts: forged aluminum pistons, forged titanium connecting rods, and a lightweight harmonic balancer.
  • Short stroke and oversquare bore (large bore, short stroke) to reduce piston speeds and secondary vibration at high rpm.
  • Sophisticated engine mounts, NVH tuning, and chassis-level solutions borrowed from racing development to keep the car civilized in everyday driving.
  • An advanced oiling system (multiple scavenge stages/dry sump) and a race‑derived valvetrain for reliability at sustained high rpm.

Why it mattered for performance

• Rev capability: lower rotating mass and optimized breathing let the LT6 stay healthy at very high engine speeds, where horsepower is won.
• Better volumetric efficiency: alternating bank pulses allow cleaner intake and exhaust flow strategies (including variable intake tuning) so the engine can develop torque farther up the rev range.
• Race development benefits: the LT6 architecture was honed in the C8.R race program, accelerating learning for durability and packaging for a production car.
• Packaging and weight penalty balance: while the flat‑plane design posed new NVH and packaging challenges, the payoff in peak power and engine character was judged worth it for a track‑focused Z‑model.

Notes on the exhaust and sonic design

• Engineering the exhaust for a flat‑plane V8 is more than bolting on pipes. The LT6 uses equal‑length headers and a purposely tuned mid‑mounted/center exit exhaust layout to shape the sound and manage pulse interactions.
• Chevy’s approach avoided X‑pipes that would damp the exotic note; instead they tuned the routing and mufflers so the sound is dramatic yet controllable, projecting into the cabin in a satisfying way.

What this means for Corvette buyers and enthusiasts

• If you want raw, high‑revving, naturally aspirated V8 character with race‑car breathing and exotic sound, the LT6 Z06 delivers it.
• If you prefer low‑down torque and the traditional burble of the classic American cross‑plane V8, the standard Stingray and its LT2 will feel more familiar.
• The LT6 represents a deliberate pivot: use advanced materials and race‑derived engineering to get the best out of a flat‑plane design while minimizing the compromises that once confined those cranks to small‑production exotics.

Highlights to remember

• The LT6’s flat‑plane crank reduces rotating mass and allows very high revs.
• Alternating bank firing improves breathing and helps extract power at high rpm.
• Engineering countermeasures (light internals, short stroke, race oiling, mounts, NVH tuning) tame vibration and make the concept viable for production.

My take

Chevy’s decision to fit the Z06 with a flat‑plane crank wasn’t a fashion statement — it was a performance-first engineering gambit. By leaning into lightweight components, race‑proven oiling and valvetrain tech, and carefully tuned exhaust and mounts, Chevrolet turned a historically exotic idea into a viable production solution. The LT6 is thrilling because it’s uncompromising where it counts: it revs hard, breathes freely, and sounds alive. For the enthusiast who wants a naturally aspirated V8 that behaves like a race engine on the street, that tradeoff — more NVH complexity for raw, rev‑happy performance — is exactly the point.

A few final thoughts

The shift to a flat‑plane crank in the Corvette Z06 is a reminder that automotive progress isn’t always about downsizing or electrification. Sometimes it’s about revisiting old ideas with new materials and systems and extracting performance in a visceral, memorable way. The LT6 showcases how race tech can be adapted to production with dramatic results — and gives the Corvette a voice that turns heads in a different register.

Sources

• 2023 Chevrolet Corvette Z06 Elevates the American Supercar — Chevrolet News.
  https://news.chevrolet.com/newsroom.detail.html/Pages/news/us/en/2021/oct/1026-corvette-z06.html

• 2023 Corvette Z06 LT6 V‑8 Deep Dive: The World’s Most Powerful Naturally Aspirated V‑8 — MotorTrend.
  https://www.motortrend.com/news/2023-chevrolet-corvette-z06-lt6-v8-flat-plane-crankshaft-tech/

• How Chevy Built Its New Corvette Z06 Engine — Popular Mechanics.
  https://www.popularmechanics.com/cars/a8174/liquidpistons-hyper-efficient-engine-turning-the-rotary-inside-out-13817971/

• Explainer: 2023 Chevrolet Corvette Z06's engine is all about breathing and revving — MotorAuthority.
  https://www.motorauthority.com/news/1136493_explainer-2023-chevrolet-corvette-z06-s-engine-is-all-about-breathing-and-revving

• Here's why the 2023 Chevrolet Corvette Z06's flat‑plane crank V8 is a big deal — Fox News.
  https://www.foxnews.com/auto/heres-why-the-2023-chevrolet-corvette-z06s-flat-plane-crank-v8-is-so-special

Neon, brakes and big-picture drama: why Las Vegas matters for the 2025 finale

There’s something intoxicating about a street circuit that runs down the Strip: the lights, the straights that make your stomach drop, and the knowledge that one small mistake can echo through an entire championship. The 2025 Las Vegas Grand Prix arrives as the first race of the season’s final triple-header, and it’s built to serve fireworks — on-track and in the standings. This guide walks through the stats, the setup, and the tactical thinking you’ll see under the neon for the Las Vegas night race.

Snapshot — what to watch this weekend

• Date and format: Las Vegas is a night race on the 6.201 km Las Vegas Strip Circuit. Free Practice 1 and 2 are scheduled for Thursday evening (Nov 20), FP3 and Qualifying on Friday (Nov 21), and the 50-lap Grand Prix on Saturday (Nov 22). (formula1.com)
• Race position in season: Round 22 of a 24-race calendar — the start of the final triple-header (Las Vegas → Qatar → Abu Dhabi). (formula1.com)
• Key championship context: Lando Norris arrives in form after back-to-back poles and wins; there are still 83 points available across the three remaining events, so the title fight is alive. (formula1.com)

Quick facts that shape the weekend

• Track length: 6.201 km — one of the longest on the calendar. (formula1.com)
• Lap record: 1:34.876 (Lando Norris, McLaren, 2024). (formula1.com)
• Safety Car and VSC probabilities: listed high (both around 50%), reflecting the tight walls and potential street-circuit incidents. (formula1.com)
• Typical pit-stop time loss: ~20 seconds (including the stationary 2.5s). (formula1.com)

These numbers aren’t trivia — they’re the inputs teams use when deciding how aggressive to be on tyre choice, fuel load and overtaking strategy.

What the drivers and engineers will be sweating

• Tyre warm-up: cold evening air plus long straights makes bringing tyres into the working window hard — especially for qualifying laps. Pirelli and the teams stress tyre warm-up and management as the main challenge. Short prep laps before a flying lap become invaluable. (formula1.com)
• Low downforce demand: the long straights encourage trimmed setups, which increases the car’s sensitivity and makes braking zones trickier; traction out of corners becomes paramount. (formula1.com)
• Braking hotspots: Turn 6→7 and Turn 12 were highlighted as heavy-braking, make-or-break areas where locking up or poor exits cost big time. Expect drivers to sacrifice apexes for exit speed. (formula1.com)
• Track surface & street-circuit quirks: manhole covers and surface transitions are not theoretical — the Las Vegas layout has produced sessions disrupted by shifting covers in past events, and teams will be hyper-aware of debris and kerb behaviour. (Event-day reporting from practice sessions has shown such risks remain real.) (talksport.com)

Strategy primers — how the race could play out

• One-stop vs. two-stop: with a 20s pit loss and relatively high straight-line speed, teams will weigh degraded grip vs. track position. If tyre degradation is moderate (as Pirelli’s C3–C5 selection and compound updates suggest), a one-stop is feasible — but safety car interruptions or graining could force strategies to diverge. (formula1.com)
• Qualifying premium: the difficulty warming tyres for a hot lap makes qualifying position extra valuable — a clean run is worth more here than at many permanent circuits. Expect high emphasis on nailing the final run in Q3. (formula1.com)
• Safety car leverage: given the elevated SC/VSC probabilities, opportunistic pit stops under neutralized conditions could reshuffle the order. Teams will have contingency plans to exploit any mid-race interruption. (formula1.com)

Drivers and teams to keep an eye on

• Lando Norris / McLaren: hot form heading in; if McLaren can nail qualifying and manage tyres into the race, Norris will be the benchmark. (formula1.com)
• Oscar Piastri / McLaren: close in the fight but inconsistent recently — a weekend swing for or against him could decide the title. (formula1.com)
• Max Verstappen / Red Bull: out of the lead by points but still supremely dangerous — Red Bull will chase race pace and strategy to claw ground back. (formula1.com)
• Mercedes and Ferrari: fighting for P2 in the constructors’ table; Las Vegas could offer a big pay-off if they balance performance with reliability and risk management. (formula1.com)

Race-day narrative threads to watch

• Can tyre upgrades and compound choices reduce last year’s graining and allow more aggressive strategies? Pirelli’s notes suggest improved mechanical properties in the 2025 tyres, which could make medium compounds more viable. (formula1.com)
• Who handles the cold-track tyre window better at night? The sessions are running earlier this year, which should slightly ease cold conditions — but cold remains a limiter. (formula1.com)
• How teams respond to on-track disruptions (manhole covers, debris, safety cars) will reveal operational strength. Quick decisions under caution could swing the race. Recent practice interruptions underline this fragile element. (talksport.com)

What the numbers suggest about the championship

• With 83 points left across three events, nothing’s settled. A strong Las Vegas haul could put a driver on the verge of sealing the title in Qatar or Abu Dhabi; a poor weekend and the pendulum swings the other way. Expect calculated aggression from those who need to claw points back. (formula1.com)

My take

Las Vegas is a cocktail of extremes: raw speed down the Strip married to the unforgiving intimacy of a street track. That mix rewards the precise, punishes the overeager, and creates strategic chaos when the safety car comes out — which it often will. For fans, that makes for one of the most entertaining and consequential rounds of the year: expect drama, late-race gambits, and a championship narrative that could be rewritten under neon.

Sources

• NEED TO KNOW: The most important facts, stats and trivia ahead of the 2025 Las Vegas Grand Prix — Formula1.com
  https://www.formula1.com/en/latest/article/need-to-know-the-most-important-facts-stats-and-trivia-ahead-of-the-2025-las.2I0688JAOAFKCPbDIZGPZo/ (formula1.com)

• Formula One statistics for the Las Vegas Grand Prix — Reuters (statistical preview & context)
  https://www.reuters.com/sports/formula1/formula-one-statistics-las-vegas-grand-prix-2025-11-19/ (reuters.com)

• Las Vegas Grand Prix session disruption reporting — TalkSport (practice interruption due to manhole cover)
  https://talksport.com/motorsport/3755027/las-vegas-grand-prix-chaos-manhole-cover-f1/ (talksport.com)