NASCAR Tours - Have Car, Will Race

The Kalamazoo, Michigan, driver closed the 2005 season as the only man to race in every event since Varney founded his series.

"When Ron first approached me, we were finishing up the season and looking to move up from a stock class car," he says. "We were actually thinking of a class with a built motor that would have cost us at least $20,000.

"Ron had this idea about a low-cost series with a crate engine and an off-the-shelf body, and it all started to sound pretty good. We wanted to move up to a faster class and also do some racing at other tracks, so his idea of a touring series was perfect for what we wanted to do.

"Now, I admit that racing isn't a cheap hobby," says Tomlinson, who pays the bills with what comes in from a family-owned excavating company, "but this one is about as cost effective as you can get."

"The scenario is pretty simple," the ASA's Haun says. "Control costs and they will come. Car counts go up, competition is better because you won't be out-spent, and more fans will come to see closer racing."

Model For Success
At times, promoters have asked Varney and his group how to do what they have done. For example, five ovals in Western New York and Western Pennsylvania have cooperated to create the new Mid-Atlantic Asphalt Racing Alliance (MARRA) and established a five-race championship series this season.

While the series isn't part of Varney's program, it uses the ASA Late Model concept and rule book as a template.

"It is all cost containment," Haun says. "Put drivers in good cars they can afford to race, and stock car racing has a great future. Make it too expensive and it has none."

The heart of the ASA Late Model Series is the car. The ASA requires an ABC body covering a 400hp sealed crate engine available from the manufacturer or authorized engine builders, low-cost brake calipers, standard-issue gearboxes, and only one set of tires for qualifying and racing.

The series contains costs by making drivers prove they can buy the gearbox in their car for $1,850 or less and that they spent no more than $275 each on shocks and brake calipers.

"It means you can build a car and be ready to race at the local oval for about $25,000 to $30,000," he says.

Starting pays $500, and a win is good for $2,500.

"No one's going to get rich," Haun says, "but between the money and all the contingencies available, it sure helps pay some of the bills."

GM Performance Parts is the series' title sponsor.

The series also uses a double points system that puts non-qualifiers in a showdown and awards championship points based on their finish in the 25-lap heat race. And the series is serious about preventing drivers from fudging up the rules.

"Because the rules are so limited, we know exactly what can and can't be done," Haun says. "And drivers figure out pretty quickly that we aren't as dumb as we look."

He says the specs prevent builders from spending money they don't need to spend.

"You could spend a lot more money on brakes," he says. "But the cars weigh only 2,700 pounds, and they might hit 130 to 140 on the straight. The best drivers are going to roll off the throttle and corner at 80 or 90 mph. The guys who come in too fast and then pound on the brakes are just going to learn to be better drivers."

He says the key to success is the engine builders.