If you’ve raced for any length of time, you’ve almost certainly heard the age-old adage: “If you can win at <insert your home track>, you can win anywhere.”
To be completely honest, this particular cliche used to elicit an eyeroll from yours truly. As a young racer, I had the incredible opportunity to travel the country. In my days of racing “for a living” it wasn’t uncommon to hit three different facilities in a week for a local bracket program on my way to the next B&M Series big bucks race, NHRA national event, or Million Dollar Race. And I can tell you that the level of competition was not the same from track to track, and considerably different between the local races and the bigger events.
So when I’d go to “Small track USA” (or big track USA for that matter) and hear someone tell me that “If you can win here…” Again, eyeroll. I was hearing this cliche from racers who lacked perspective. If your entire worldview of sportsman racing is limited to one facility (or even one region), of course you assume that the best racers in that area are the best racers on earth. Of course you assume that the best equipment there is the best equipment on earth. Of course you assume that the trendsetters there are truly innovators. Of course you assume that your little world (however little it may be) is, in fact, a representation of all that’s out there. I had that broader perspective. I had that deep experience. I knew better.
I said that to say this: Times change.
As much as I’ve balked at that cliche over the years, I think another old adage is accurate: Cliche’s become cliche for a reason – there is some truth to most of them! In today’s bracket racing world, I tend to think that the “If you can win here…” argument is more valid than ever. Although just about everyone carries some version of regional elitism and pride, I’d argue that it’s not exclusive to any specific facility or region. No, in my opinion, you can take the cliche and alter it a bit. Instead of “If you can win here, you can win anywhere,” I’d say it’s more accurate to say something like “If you can ANYWHERE, you can win anywhere.”
What has changed?
I’m viewing this through the lens of a racer who has competed at a high level for the past quarter century. In that time, the game of sportsman racing (and specifically bracket racing) has changed in several subtle ways that when combined have had a dramatic impact on the level of parity and competition.
Equipment is better. I guess that’s a natural evolution. Years ago, racers like John Kyle, George Rupert, Kurt Damron, and Marco Abruzzi dominated largely because their innovation and mechanical know-how allowed them to build superior equipment. They understood what makes cars consistent and dependable. Eventually, each of these individuals (and so many more like them) broadened their talents and started successful businesses (APD, Rupert’s Carbs, Undercover Chassis, Abruzzi Racing Transmissions, etc.) that allowed fellow racers to capitalize on their knowledge.
Similarly, racers like Scotty & Edmond Richardson, Peter & Sal Biondo, Kenny Underwood, Troy & Gary Williams were way ahead of the game. In a time when racers like me and my father would dial down .02 from our fastest time trial in fear of breaking out, these guys were dialing up to exploit our fears – and dominating us (and everyone else) in the process. Now, thanks in part to programs like our own ThisIsBracketRacing.com and ThisIsBracketRacing ELITE, along with several other instructional sites, apps and driving schools, in addition to the advent (and availability) of social media, in-car cameras, YouTube (the list goes on and on), the answers to the on-track test are readily available. There are no (or certainly very few) secrets anymore. Seemingly the entire field understands what is supposed to happen on the race track, and why.
In addition, many racers are starting earlier than ever. NHRA introduced the Jr. Dragster program in 1993. I don’t think it’s a coincidence that the elevation in the level of competition and parity has risen in correspondence to the growth of the Junior Drag Racing League. Today’s “entry level” drivers often have 8+ years of experience behind the wheel. When I drove a Jr. Dragster myself (back in 1993) it was this cute sort of thing for the sons and daughters of racers to have something to do on race day. In those days, the transition from little cars to big cars (and the difference in the competition level) was huge. If you haven’t had the chance to watch any of the higher level Jr. Dragster competition today, you’d be shocked at how similar the time tickets look to those we’re accustomed to in Super Pro and Pro competition! You don’t need more evidence than the recent string of Jr. graduates who’ve had seemingly instant success in big cars (The Isenhower brothers, Matt Dadas, Gage Burch, Cory Gulitti, Jesse Fritts, just to name a few) to know that the Jr. ranks are a fantastic training ground.
Those are the big things that we think about, but there’s nuance involved here as well. Technological improvements aren’t limited to our on-track equipment.
The way that we understand weather and how it impacts performance has evolved, as have the instruments that we use to monitor conditions. There’s been an entire industry built around ET-prediction software, and we’re better able to predict our cars’ performance as a result.
Traction compounds and track prep equipment has gotten better as well – and the knowledge around the art of prepping race tracks has improved and is much more accessible than in years past. Timing systems have improved tool. And furthermore, we’ve made so many subtle advancements to the timing of our races that have not only made timing more dependable, but also from a racer standpoint, dare I say… Easier.
When I first started racing, I would stage and stare at an incandescent amber atop the Christmas tree. When the sun went behind a cloud, I’d have to add .005 (or more) to the delay box – I’d see the bulb better. When the sun went down, I’d have to add another .010 (or more). LED bulbs have minimized, if not eliminated such variables.
As the faster car, I had to remember to look across the tree, and react to my opponent’s top bulb – which was often aimed toward their lane, not mine. As a result, at many facilities I’d have to pull some delay when “crossing over.” The advent of cross-talk eliminated such concerns, and removed those variables.
Growing up at Texas Raceway, our track manager, Larry Croft, activated the Christmas tree every round from the tower – pressing a button on the keyboard after both cars had staged. Larry was uncanneally good at this job, consistently throwing the tree in a similar cadence. But he was also serving as the announcer, and the race director… And he’s human! So there were plenty of occasions where racers would get a quick tree or a long tree. We simply had to adapt. Today, we take auto-start for granted. Once both cars stage, the tree is coming down within .1 of a second of when it did last round, and when it will next round. That’s allowed us, as racers, to refine our window of focus on the starting line – there’s no excuse not to be “ready” when the tree lights. Practice trees are better, more user-friendly, and more readily available too.
In short, it’s “easier” to make good runs today than it was 20 years ago. That’s the good news. From a competitive standpoint, the bad news is that it’s easier for EVERYONE to make good runs than it was 20 years ago. The result: better runs. Across the board. That means that although it’s easier to make quality laps, it’s harder to win than ever.
And my argument is that this theory holds true in practice, across nearly every track and every region. Furthermore, with technology and knowledge so readily available, not only is it harder to win everywhere, but there’s less discrepancy between the level of competition from one track to another. And there’s less discrepancy in the level of competition of the biggest, richest, most prestigious events and a regular Saturday night at your home track.
There’s little margin for error… ANYWHERE.
Are there nuances? Sure.
At the bigger events, rounds are more spread out – that requires more attention to detail, more knowledge of how your car responds in different conditions… I’d even argue more confidence as a driver. And there is the mental hurdle of racing “big name” drivers, with more money hanging in the balance.
But the game isn’t different. And it’s not just that the subjective skill set that propels racers to success on a local level translates to the big stage, it’s the objective runs and packages. The solid runs that win at your home track will typically win at the Spring Fling Million. And the slight mistake that costs you a round at the US Nationals, now more than ever, will cost you a round in the Saturday night Super Pro class.
