The following item was found on the internet, and we've reproduced it here not because we agree - or disagree - with it. It does, however, illuminate the differences that a viewer's standpoint can make to a situation.

Author Bob Wilson, the Canadian Top Alcohol racer who is planning to bring his race operation to Australia in 1999, views the Australian scene, and the structure of the sport here, as an example of the way drag racing should be structured and administered. Right now there are many in Australian drag racing who would turn the sport's structure upside down, and wish to make it less democratic in some areas.

Wilson protests over the prizemoney scales in NHRA competition, and the level of "ranking" of Top Alcohol cars in the USA. But here there are some forces who would discard Top Alcohol and feel that it is way overpaid now.

These viewpoints illustrate the significance of "standpoint" - the position from which any issue is viewed. Those who would turn the sport upside down to achieve a given goal - and those who would have it stand exactly where it is - might well ponder the wisdom of viewing the issue through the opposition's eyes.

Before we can examine this from today's perspective, we should look back in time and see just how we reached this crisis point. The problem didn't start yesterday, and just as certainly won't be solved tomorrow.

It's roots can be traced back nearly 30 years, virtually to the dawn of "big-time" drag racing. In 1970 and 71, NHRA greatly expanded its national event roster, doubling the number from the original "Big 4" to eight events annually.

Simultaneously, they created a second and third "Pro" class, in the form of Funny Car and Pro Stock, while dropping Top Gas eliminator, citing falling racer participation and waning spectator interest. This was at a time when the Top Gas cars had all recently switched to twin-engines and were regularly pushing into the 6-second zone at over 200 mph.

Overnight, a lot of long-time dedicated and successful racers found themselves with very expensive (for the time) but obsolete race cars. NHRA did offer them the option of competing in Competition Eliminator, running handicap starts against cars as much as four seconds slower. Obviously it was not a viable choice for most of the top gas competitors, and within 12 months they were all but gone from the scene.

So, 20 years after the birth of organized drag racing, "professional" drag racing had arrived with a clear demarcation between the "Pro" and the "Sportsman" categories. The elevated status and increased payouts for the pro racers, combined with the expanded national event schedule and increasing media awareness to bring the first serious sponsorships into the sport. This evolutionary process accelerated greatly with the introduction of R.J. Reynolds Winston brand as NHRA's title sponsor beginning in 1974.

Coincidentally, that year saw the birth of a new class, "Pro Comp Eliminator", combining the fastest classes in Competition Eliminator in a new heads-up category. The next few years saw a wide variety of cars competing, with dominating combinations ranging from injected nitro dragsters and Funny Cars, to blown gas dragsters and finally blown alcohol dragsters, Funny Cars and altereds.

Despite regular adjustments to weight breaks and other performance modifiers, the class gradually evolved into almost strictly a blown alcohol category, with dragsters winning the majority of events.

This performance disparity widened until several of the original seven Pro Comp classes were deleted from the rule book due to a lack of participants. Then the gap widened between dragsters and Funny Cars to the point that NHRA was forced to act in order to keep the alcohol Funny Cars from virtual extinction at open events.

In 1984, the class was split, with the Funny Cars and dragsters having their own eight- and 16-car fields at national events for the first time. An early, but short-lived experiment saw the running off of the Dragster and Funny Car winners for an overall "Top Alcohol" champion at national events.

After several of the events saw short fields of Funnies being filled with non-qualifying dragsters and several finals that saw two dragsters running, the overall champion concept was dropped, and gradually the alcohol funny car racers began to appear in greater numbers.

The late 80's saw great leaps in performance from both classes, with the first 5-second runs occuring in 1989. Strangely enough, Peter Gallen's Alcohol Funny Car was first into the fives, several weeks ahead of Steve Faria's breakthrough performance for the dragsters. One of the key reasons for this great leap forward was the introduction of the screw blower.

First out of the gate was Norm Drazy's PSI which debuted at the 1988 U.S. Nationals and immediately surpassed all expectations and national records. Next came the Whipplecharger, and in response by the traditional blower manufacturers, the high-helix and finally the retrofit high-helix.

Despite a three-year moratorium on the PSI (due to not-quite indestructible rotors) the blower "war" pushed performances rapidly through the 5-second barrier and ever deeper into the fives on almost a daily basis. Attempting to prevent the extinction of "conventional" blowers, NHRA put overdrive limits in place and adjusted weight breaks for helix equipped cars.

As the performance pace picked up, the financial pace began its inevitable climb to the stratospheric levels of today. At this point it might be interesting to look at just how fast (or otherwise) the payouts had advanced along with the costs and performances.

And if you're a regular reader of National Dragster, you've noticed that NHRA stopped publishing the payout page for each national event quite a while ago. When the disparity between costs and payouts gets that great, I guess it's just too embarassing to admit it in print.

Now, as we approach the new millennium, the costs continue to rise as the blown alcohol cars try to stay close to injected nitro performances, yet the payouts have remained static for nearly 10 years. During that period, the cost of racing a competitive car have risen at least 200%, while payouts have not increased at all.

At the latest NHRA national event, the Northwest Nationals, first round losers received $850. The only contribution to the "pot" in recent years has been Federal-Mogul's $1000 low qualifier bonus. A veritable "bonanza" that might pay for the cost of that one pass, but only if no real damage was incurred doing it.

It's obviously far past time for something serious to be done about the situation before there are not enough cars left to justify running the class. And if the entries continue to drop, it will play directly into NHRA's hands, giving them justification for dropping the class altogether. It's entirely possible that is the reasoning behind their inaction on addressing these problems.

While the focus of this piece has been almost entirely directed to the Top Alcohol - Injected Nitro Dragster situation, let's see how their "brothers" in the Alcohol Funny Car class are faring. While not faced with the alcohol - nitro debate, the 125% overdrive limit and identical payouts are taking their toll in that class also.

Performances have improved at a similar pace to the dragsters, costs have risen even higher in some areas and the problems facing them are just as serious. At most races, the alcohol funny car fields are less than the dragsters, but strangely enough at the Northwest Nationals, funny cars outnumbered dragsters by nearly two to one. My suggestions for the funny car class will parallel the dragsters, with the obvious exception of dealing with the nitro factor.

Now (finally) let's get down to dollars and "sense". Obviously, payouts have neither kept up with general economic inflation, nor the escalating cost of staying competitive. As elapsed times have dipped ever deeper into the 5's, it can be roughly calculated that for each tenth of a second performance gain, the cost per run increases by an average of 50%. Now that the performance "benchmarks" have dropped into the 5.40's, further improvements could conceivably increase those costs by 100% for each tenth of a second gained.

Since the payouts cannot be expected to double every time the racers break through each performance barrier, then some method of controlling costs must be considered. At the same time, the current gross inequity of payouts to costs must be addressed.

Even an immediate cutback of performance levels to a more reasonable (financially) area in the 5.70 - 5.80 range, would still leave a shortfall of income to expense of at least 50%. Therefore an increase in payouts of 100%, possibly phased in over a two year period is absolutely necessary to bring some semblance of fairness to the currently intolerable situation.

It is not reasonable for the majority of racers to expect to make a profit from alcohol drag racing, but for the top runners that possibility should exist. For the middle of the pack, the possibility of reaching close to "break even" should exist, and for the racers near the bottom of the field, the return should be enough to justify continuing to compete. In my opinion, the money to improve the payouts is available, and should be done instead of spending it on creating new classes for Pro Stock Bike, Pro Stock Truck and who knows what next.

None of the aforementioned classes has created any serious spectator interest or excitement, despite the best efforts of NHRA's publicity machine, the announcers, and the automobile/motorcycle manufacturers. The new "pro" classes were created strictly due to marketing considerations, and have unfairly "leapfrogged" two real professional classes --- Top Alcohol Dragster and Top Alcohol Funny Car.

And the title change to "Federal-Mogul" was carried out for more reasons than the obvious marketing agreement; NHRA won't admit it, but the word "alcohol" in a class title causes more than a few problems. Let's not get sidetracked onto another topic: marketing, I'll save my comments about that area for a later edition

Now for the "Bottom Line". (finally!) First, we'll deal with class structure and limits, secondly payouts. There are two options for Federal-Mogul Dragster: Split the class into separate divisions; Top Alcohol and Junior Fuel. Note that these are not suggested titles, somebody else can work on that one.

Have two separate fields of either eight or 16 cars. The field size question is tough; to limit the blown alcohol field to eight would cause a lot of cars to either not attend the races, fail to qualify, use up a lot of equipment trying to qualify and would in the end be unfair to everyone.

On the other hand it would be very difficult to fill a 16-car field of injected nitro cars at the present time. And to have one eight-car field and one 16-car field would present an unbalanced show and be confusing to the fans and racers alike.

My suggestion would be two separate 16-car fields, because with adequate payouts the injected nitro brigade would soon grow to fill any shortfall in numbers. Alcohol Funny Car of course, could remain as a single 16-car field. And let's not even think about injected nitro funny cars . . . please . . . . we have enough to deal with already.

Now on to the performance and cost limits. The major cost factor is related to blower overdrive and boost levels. Look back five or 10 years and see how much has changed in blown alcohol combinations except for the boost levels, and consequent changes in gear ratios and slightly lower compression ratios.

I propose that overdrive limits be reduced and the formula for calculating overdrive limits be based on the current Australian model. The performance levels in that country reached the 5.70 plateau in 1997 and the costs have not reached anywhere near the territory of current NHRA alcohol racing.

The formula is simply based on a fixed amount of overdrive per cubic inch of displacement. The current NHRA "breaks" of 104% (less than 450 cid); 115% (451-500 cid); and 125% (over 500 cid) for the PSI and 44%, 52% and 60% for similarly sized engines using Whipplechargers are far too high to justify the consequent maintenance costs versus payouts ratio.

And we can't expect NHRA to boost payouts by 200% (at least not right away), so let's lower the overdrive, cut back on performance approximately two tenths of a second and start having some close competitive racing again.

With the exception of a few very well financed teams at the top, the vast majority of racers cannot begin to approach the 5.40-5.50 levels of the top runners. This alone has forced many racers to abandon the sport and has led to less than competitive racing in the early rounds at many events.

Until a few years ago, very tight fields were the rule, with sometimes only a tenth of a second separating the # 1 and # 16 qualifiers. Look at the spread today at many events, it's often closer to half a second. Close, competitive racing was once the hallmark of Top Alcohol racing, created more spectator interest and built the reputation of the class as the great alternative to the sometimes inconsistent and unreliable Top Fuel cars.

My proposal for overdrive limits is as follows : (please note that these numbers are only an initial proposal - basically intended to open a dialogue)

• PSI   .400% overdrive per cubic inch
  
           400 cubic inches    =    60% overdrive
           450 cubic inches    =    80% overdrive
           500 cubic inches    =    100% overdrive



• WHIPPLE .300% overdrive per cubic inch
  
           400 cubic inches    =    20% overdrive
           450 cubic inches    =    35% overdrive
           500 cubic inches    =    50% overdrive

Now that we've slowed the blowers and performance down, lets look at "speeding up" the payout side of the equation. Getting NHRA to agree to purse increases seems almost on a par with congress rewriting the constitution. For an example of this, remember the short-lived Funny Car strike of the late 1980's, the lobbying efforts of the P.R.O. (Professional Racers Organization - not the quasi-sanctioning body that promoted a series of races from 1972-76).

These efforts were met with strong resistance by NHRA and ultimately failed due mainly to a lack of racer solidarity. I am NOT advocating the formation of a union or any other collective bargaining group, but simply stating the obvious: "United we stand, divided we fall". Wasn't that slogan used effectively at a crucial turning point in American history once? The phrase may be 200 years old, but the words are certainly just as true today as they were then.

For NHRA to put up even one more dollar in purse money, the alcohol racers must stand firmly united and DEMAND that the payouts be increased NOW. Postponing this measure until 2000 or 2001 will not work, token increases of 10% or 20% will not work, the money has to be put on the table no later than the 1999 Winternationals.

I'm going far out on a weak limb to say this, and expect heavy criticism from all quarters, but I'm stating it now for all to hear and see: Any racer willing to race next year for the current payouts is a fool. Plain and simple; If you are willing to race under the current purse structure you are doing yourself and the sport a great disservice. Let the "flame mail" begin!

The following chart details this "proposed" payout structure for both National and Divisional events, with the increases phased in over a two year period beginning in 1999. The amounts are to be considered "minimums" that would apply to all events on the schedule and should be increased slightly for the Winternationals, US Nationals and Winston Finals.

In today's drag racing "world", the "Pro - Sportsman" classes of Federal-Mogul (nee: Top Alcohol) Dragsters and Funny Cars have been pushed further down the pecking order with the addition of Pro Stock Motorcycle and Pro Stock Truck. The next (regularly rumoured) step is the addition of Pro Mod to the lineup of "PRO" classes, thus forcing the alcohol classes down another notch. In my (humble?) opinion, this downward status spiral is directly linked to NHRA's lack of action regarding purse increases and performance equalization/limits for the alcohol cars.

The official argument is that the spectators want to see these newly created (read: invented) classes and that the fans rate them higher than the long-running (and suffering) alcohol classes. My quick response to that statement is: BULLSHIT ! The only ones clamoring for Pro Stock Trucks and Bikes are the marketing people at NHRA who are only too happy to accept the money that these new classes are bringing in.

The fans are speaking with their feet though, as the grandstands empty quicker than a fire drill whenever these vehicles come out of staging lanes. The supposed "identification with their personal vehicles" is nothing more than marketing hogwash. If NHRA's new director of marketing really believes this lie, then he is even more out of touch with drag racing than his resume indicates.

While on the subject of the relative worth of Pro vs. Pro-Sportsman classes, it's time to discuss one of NHRA's favourite classes (and allegedly the fans' too): Pro Stock. Let's face facts; Pro Stock is rapidly losing its respect and interest due to a number of factors. Admittedly, their performances are technically amazing: 6.88 at over 200 mph with gasoline and carbureutors in a "stock"-bodied car is awesome.

But to sit and watch 30 or 35 nearly identical cars run nearly identical numbers, run after run after run is getting more like watching very fast Super Gas cars with every passing event. Can you say boring?

The only real excitement they've provided in the past few years has been the ongoing "nitrous" (and other performance "enhancers") controversies which are nothing more than soap opera material. No amount of announcer enthusiasm or contrived rivalries or controversies can hide the fact that they are not entertaining anyone anymore. Why not turn them into a 6.90 index class and be done with it?

Don't hold your breath waiting for NHRA to do anything about the aforementioned classes in your lifetime though, as they are the major source of marketing income for the association. And as NHRA continues it evolution into a totally business-minded entertainment corporation, marketing considerations (and the profits that entail from them) will increasingly become the only bottom line that matters.

As long as the fans continue paying to attend the races, no matter what is offered them in the form of "entertainment", then this "de-evolution" will continue unabated. Drag racing as we knew it, will be forced further into the background, all in the name of NHRA's "New Drag Order".

Time for another slight detour, as we compare the class "rankings" of NHRA and ANDRA (Australian National Drag Racing Association). Downunder, without the "benefit" of large corporate sponsorships, the association and promoters can't afford to alienate their fan base. Consequently, they actively promote the cars that draw the spectators (Wow, what a concept!) and let the market (i.e: fans) dictate the "pecking order".

NOTE: Eliminators are listed (from top to bottom) in their order of "importance". "PRO" classes are in bold letters.

Quite a difference, eh? The comparisons could be extended to the purse and organizational structures of the respective associations, but I don't want to depress or anger too many people at one time. Two hints though: One association is democratically run, with all members voting on rules and procedures changes . . . no prizes for guessing which one, and that same association pays $2000 first-round money to Top Alcohol cars at National Open events.

Yes folks, there are drag racing associations in existence that are accountable to their members and are willing to pay the racers fairly. The only problem is that you'd have to move to Australia to experience it. Not a viable option for most of us, unfortunately.

To sum up: NHRA needs to address the Alcohol "problem" and deal with it in a manner that will benefit the association, the racers and the fans. The changes must be made very soon or within the next few years there will not be anyone left in the Federal-Mogul (Top Alcohol) classes. The very first step is for NHRA to stop ignoring the situation and acknowledge that there is a problem.

The second step is to initiate a real dialogue with the racers and seriously listen to their concerns. The best way to accomplish this would be to establish a committee of racers, track owners and NHRA personnel (from the marketing, technical, operations departments and division directors). This group would be mandated to gather all possible input and working with a firm deadline, prepare an action plan to "save" alcohol racing.

The third step, obviously, would be for the NHRA to act on the plan and implement the required changes as soon as possible. Could this really happen? YES, it could, but let's look back at step one. First, the NHRA must realize/admit that there really is a problem. Until that day comes, it's guaranteed that nothing (positive) will happen.

One lonely voice "way up north" in Canada will accomplish nothing, only the strength of many voices in unison will start the process. Let them know that you're "mad as hell and not going to take it anymore" like I am, and then maybe, just maybe we will see some action from Glendora. (Instead of streams of press releases telling us how wonderful things are and how the sky is not really falling --- it's just "repositioning" itself).

End of story? Possibly . . . Possibly not . . . Stay tuned.