For several years midget racing has endured a confusing assortment of entry-level programs aimed at the budget racer. Unfortunately, the vast majority of midget-oriented programs proclaiming to be affordable have succumbed to the same price escalation currently prevailing in the full-blown midget arena.
Since the Western States USAC program had enjoyed the support of its entry-level series, T.Q. Midgets, since the late '80s, it was a matter of concern when it showed serious signs of decline.
The T.Q. Midget program, which has produced Tony Stewart, Jason Leffler, Jay Drake and many others, was obviously encountering problems that bore resemblance to other failing development series. The cost of obtaining and maintaining powerplants seemed to stand out as the main problem.
Of course, many of the series that can be considered as part of this group also utilized special chassis that did not conform to standard midget specs. This fact made availability a problem, as most manufacturers only found time to build these specials when midget or sprint business was slow.
Roughly five years ago, Tommy Hunt, current vice president of Western operations for USAC, started researching the possibility of developing a new midget series. This new series, in order to be successful, had to incorporate key elements that would be insured for at least three years.
The first and most important element addressed was affordability. In order to appeal to prospective customers, the vehicle package, which was a complete unit including engine, chassis and all necessary component parts, would have to be available new for less than $25,000. The engine package alone, including fuel injector, filter, header, muffler, starter clutch and flywheel, needed to be less than $8,000.
The engine would need to be dependable enough to run at least 20 races before requiring any kind of inspection. It also needed to be of the O.E.M. (original equipment manufacturer) variety and readily available through one appointed distributor. This engine distributor would seal each unit and certify it as equal to all others supplied.
The chassis would be the standard midget variety; however strict regulations would be enforced regarding technical specifications so one car could be used both on dirt and pavement. The cars would employ on-board starters with clutches. This would be accomplished economically and without the necessary components intruding into the cockpit section.
The series would then be contested on short tracks in specific regional areas and be sponsored by the manufacturer of the O.E.M. engine utilized by the series. Tires would be specified and, in some cases, be interchangeable with current spec midget tires.
In order to accomplish all of these lofty goals, someone would have to undertake the chore of building a prototype and identifying all the necessary parts to complete a car. This is when Keith Iaia, a former T.Q. Midget competitor who possesses technical skills and a good business background, came into the fold.
Hunt and Iaia traded ideas concerning a possible new series, and soon Iaia decided to pursue the concept. His original prototype was not Ford powered, and only after considerable time, energy and money were exhausted did Ford enter the picture with a perfect power solution and additional support. Iaia produced the necessary parts to utilize the new Ford Focus engine and installed the engine in a chassis.
Shortly thereafter, extensive testing took place, and the USAC Ford Focus Midget Series was born, with The Southern California Ford Dealers Association as a primary sponsor. Ford racing and the Focus brand name became attached as supporters with an extensive sponsorship package. Iaia's Torrance, California-based company S.C.R.E.A.M (Small Car Racing Engines and More) became the exclusive engine distributor and is now busy providing complete engines to a growing customer inventory.