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The
CASA Chronicles (No. 20) |
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February 28, 2006...The California
Asphalt Sprintcar Association held it’s annual preseason membership meeting
Saturday February 25th at Sacramento’s RPM Karting Center to
outline the upcoming season. As with each previous meeting of this type, anxious
racers and interested parties gathered to hear CASA President/CEO Scott Clough
and the CASA board layout the 2006 season and it’s expectations. This season will see major changes in a number of areas, primarily the joint effort of CASA and USAC to work together to co-sanction the bulk of their respective events throughout California. The joint effort was a result of area track owners and promoters insistence that larger sprint car counts prevail at their tracks. Clough outlined the situation that required this type of cooperation and compared it to a “fire triangle”, which requires three elements necessary for a fire to burn; heat, fuel, and oxygen. Remove any single element and the fire ceases to exist. “Racing has a similar formula; tracks, racers, and fans – remove any required element and the fire goes out,” said Clough. Tracks need to have secure car counts in order to draw fans
and run a profitable business. Racers need to consider their part of the
equation as providing a product. And paying fans want and deserve to see a
quality product. While CASA is deservedly proud of it’s product, the reality
of the situation, or gravity of the situation depending on one’s point of
view, is that 15-20 car fields limit opportunities for tracks to promote shows
to paying fans. USAC Western States has also hovered at or near the 15 to 20-car
mark for some time as well. The CASA and USAC cars have been essentially
identical, each able to run the other’s series, which many individual
competitors from both sides have done - on occasion. Make no mistake. CASA and USAC have had very different
business models. Each firmly believed their own methodology was the best. Each
had good reason to believe so, and each organization worked diligently to prove
their point. CASA’s belief was based on making sure CASA had regional tracks
at which to compete and they worked hard with those tracks to find a mutually
affordable framework to do so. USAC, nationally, traditionally runs for premium
purses and is more willing to travel to realize those benefits for their racers.
Both series could justifiably claim successes. However, CASA’s intentions slanted towards the track
promoters, and USAC’s racer-based program, both miss the mark when it comes to
the true benefit of the fans. Both clubs put on excellent shows, both have loyal
fans, but neither running separately can expect to significantly expand the fan
base of asphalt sprint car racing in the region - this point was hammered home
by the new management of Altamont and Riverside Motorsports Parks, who insisted
that the only way sprint cars would be competing at their tracks would be with
the full force of both clubs efforts to provide 30-plus cars deserving of
premium promotional status. Altamont/Riverside Motorsports Parks CEO John Condren, in
attendance, basically assumed responsibility for insisting Clough and USAC’s
Tommy Hunt somehow find enough common ground to make this work for the overall
good of every stakeholder in the process. “Throughout the industry, we need to
put the puzzle pieces back into the bigger picture,” said Condren, “Scott
and Tommy Hunt are to be commended for the hard work they have done on behalf of
everyone. This is a positive step.” While highly unlikely as little as six weeks ago, Clough
and Hunt stood together answering questions regarding both the process and the
details of this 2006 venture. To summarize; both clubs stand completely
independent of one another in structure and makeup. CASA is CASA and USAC is
USAC. Each will have their own membership and administer their organizations
independently. Each will have some of their own separate events, maintain their
own programs, sponsors, point funds, point standings and crown their own
champions. However the bulk of both clubs events will be co-sanctioned. These
co-sanctioned events will be dubbed “The Best in the West Series” and a
champion will be crowned specific to this series using a unique point system.
For all events both CASA and USAC members will be administered to by their
respective clubs but may choose to join both organizations if they feel it in
their best interest. Other major issues involved tire rules and format changes.
After a trial run co-sanctioning one event last season, it was agreed the best
way to maintain competitive balance was to have each club on similar tires.
While no contract has yet been signed, it is the intent of CASA to return to
Hoosier tires pending a best offer from the manufacturer and distributor to
satisfy CASA memberships need to continue with an affordable tire program. Many
CASA members reluctance to compete in previous USAC events is based on a
significantly higher tire expense over CASA’s very affordable American Racer
tire program. Hunt said the Hoosier tire details are being worked out and an
equitable program should be in place soon. Significant format changes will be in place for the “Best
in the West Series” and reducing tire expense is an integral part of the
change. To begin, a single marked right rear tire must be used all event long,
qualifying, heat race and feature event. To facilitate further reduction in tire
use, cars will qualify for the feature event based solely on time trials.
Co-sanctioned events will not use progressive qualifying heats therefore using a
new tire in the heat races to ensure a transfer position to the feature will not
be necessary or allowed. Traditional progressive heats will be replaced by two
nine-car heat races made up of the fastest 18 qualifiers who are assured of a
spot in the feature event. Heat one will comprise qualifiers 1 through 9 in
inverted order. Heat two will be qualifiers 10 through 18 inverted as well. All
top 18 qualifiers must compete in their respective heat races in order to retain
their qualified spot in the feature event. To encourage true competition in heat
races, overall championship points will be awarded for both heats. Another significant format change will find an effort to
present as many cars for the feature event as can safely be allowed on the
track. This numeric formula is still being worked out for each track and may
have revisions made as needed, but the intent is to have all or as many
competitors as feasible participate in the main event for the fans. The 18
fastest qualifiers are locked into the field and may be subjected to a track
size/car count specific inversion. The balance of the field, 19th and
slower, will run a last chance qualifier that will transfer the remaining cars
into the feature event field based on finishing the order of the last chance
qualifier. To this point a great many concessions and compromises have
been made by both clubs as well as participating racetracks. Not to keep score
here, but in general CASA is making concessions on potential tire cost, USAC on
traditional purse expectations, and to the track’s credit, CASA negotiated
purses have been increased to reflect the larger car counts both clubs will
provide. Said Condren, “There will be some teething pains with this program
but know this, there are many in the racing industry watching these two
organizations to show how this can be done.” In all, the meeting was a success and hopefully with the
efforts put forth in the last several weeks of intense negotiations, both clubs
will benefit and emerge stronger for having done so. The tracks should see
outstanding car counts, even better racing, and the fans? The fans should be the
biggest beneficiaries. Keep in touch with all CASA racing activity through the CASA website: www.casaracing.com |
