racing 1996 the state of the sport

Home may be where the heart is, but racing is where the money is. Simply put, prize money attracts racers; racers attract spectators; spectators attract sponsors and sponsors provide more prize money. As long as the money keeps flowing the circuits keep growing. In the past, the four snowmobile manufacturers have been a main source of financial support for many racing organizations. As more circuits originate and others expand, the funds from within the industry aren't growing proportionately. "All the manufacturers went through hard times and needed to tighten their belts to survive," says former Formula I racer Gary Vessair. "Now they forgot to loosen them." The manufacturers beg to differ. "Every race association comes to the manufacturers with their mouths open like birds," says Arctic Cat Racing Manager Joey Hallstrom. "There are 75 (ISR affiliated) racing associations and we can't support them all."

Not concerned with why the manufacturers can't contribute more financially than they are, racing circuits have recently seen the need to go outside the industry for monetary support. Such a realization will take snowmobile racing to a new market and expand the sport beyond its saturated boundaries.

Since organized racing began over 30 years ago, the popularity of certain venues has corresponded to the snowmobile manufacturer's financial support, say race promoters. During the '60s and early '70s, cross-country enjoyed much popularity and manufacturer support. In the '80s focus switched to ovals and Formula I racing, but the tides turned again to cross-county, snocross and terrain racing in the early '90s. "The manufacturers decide where they want to race," says Meg Greenhaw, founder of NSSR (National Snowmobile Speed Runs). "When they put their effort into a form of racing, the racers, media and everyone else follows." Vessair agrees: "Racing is so controlled by the manufacturers. We need them, but I think we rely on them too much. If a manufacturer takes a look at one form of racing and thinks it can win there, it will put all of its support there," he says. "The manufacturers need to sit down and decide where they're going to focus their attention."

Although they agree they influence racing, the manufacturers don't think they have supreme sovereignty. "I think the consumers are the tail of the dog and now the tail is wagging the dog," says Ski-Doo Racing Manager Tom Rager. "Consumers want to see sleds fly through the air and hitting bumps so that's where we're at…Unfortunately, we do influence racing in that way." Three out of four of the manufacturers build 440cc race snowmobiles specifically for snocross and other forms of terrain racing. Last year - with the help of manufacturer contingency programs - the International Series of Champions paid racers over $600,000, says ISOC president John Daniels. Ski-Doo dedicated more than half of its $320,000 contingency to one race - ISOC's Grand 500 enduro.

Some circuits rely less on the manufacturers and more on aftermarket companies and corporations outside the industry. Greenhaw limits manufacturer contingencies to $1,000 per class for year-end titles. Motorsports Racing Plus' President Jerry Dillon is attempting to get outside sponsorship with his first annual national Snocross World Series. It is covered by regional television in Wisconsin, Minnesota, Michigan, Montana and Vermont. Daniels is also getting more television coverage. "This year we have half-hour shows on cable TV," he says. "ISOC is working hard to get support from outside the industry."

Getting exposure requires hard work and cooperation from race circuits. Formula I racer Scott Mondus is working to give oval racers more exposure, specifically in Champ 440, Pro Stock, F-III and F-I. Mondus' Boswell Super Sled Championship Series doesn't have membership (except in F-I) and doesn't offer prize money (except in F-I). He televises Champ 440, Pro Stock and F-III races within other circuits and hopes the coverage will convert into more sponsorship. In F-I, Boswell and other sponsors contribute prize money for those pre-registered with Mondus, but they still race in existing circuits. "This is not an F-I oval circuit," he says. "The whole idea is to gain exposure for a whole circuit. It is designed to work within other circuits."

In Wilmington, Vermont, Rock Maple Racing is promoting image. "I think teams have to look like teams and wear the same jackets at the track and matching jerseys when they go out to dinner," says RMR Race Director Don Finck. "Some guys come to the line with a clean sled every time and that is good. We need more of that." To get snocross in the public eye, Finck is working with RMR High Point Pro Champion Chris Vincent. "We need to get more public sessions and we need to create heroes," adds Finck. "Chris will autograph photos with me and perhaps something like that will turn things around."

After a trial weekend at the Brainerd, Minnesota International Raceway (BIR) this August, the manufacturers are enthusiastic about the potential of asphalt drags - especially as part of the National Hot Rod Association. "Asphalt racing can take us up one level," says Hallstrom. "It's just as fast as racing on ice or snow. It has TV, concessions, a grandstand and no dirt and hay." Yamaha's Racing Manager Gordy Muetz is excited about the crowds that asphalt racing draws (90,000 for the weekend at BIR). "Asphalt racing is pro racing at an extremely high level," he says. "Snowmobilers could get sponsorship from companies like Marlboro, Camel, Chevy and Dodge."

Of course not everyone thinks snowmobiles and asphalt mix. Perry Schlueter, president of the Southern Wisconsin Drag Racing Association (SWDRA) says more excitement lies with grass drags. "I don't see asphalt being a hindrance to grass drags because asphalt is a novelty. The crowds would have been at Brainerd without the snowmobiles. They were just on the program," he adds.

Whether asphalt racing will catch on or if it's just a fad, traces of the Brainerd event were visible at this year's running of the SWDRA-sanctioned Hay Days Grass Drags this September. With the help of the manufacturers, a Port-A-Tree timing system - similar to the one used at Brainerd -was added to the track. "With that system installed, drags can be more exciting," says Muetz. "Fans not only see who won, but with splits, reaction time and elapsed time they know why the other guys lost."

Although winning isn't everything, dominance from a handful of racers will kill competition. Chuck Decker, owner of the World Championship Ice Oval in Eagle River, Wisconsin, sees the need to promote amateur classes. "If a driver starts racing and he can't win, he's going to lose interest real fast", he says. "Al Unser Jr. doesn't race against guys trying to work their way up to the Indy 500. We need more amateur and junior classes and rules to keep the pros out."

More amateur classes, more outside money, more excitement, more professionalism and more exposure: That's the future of snowmobile racing. Circuits working together for the betterment of the sport, will take snowmobile racing to a new level. As Vessair hopes, the glory days will return. "We can grow racing to what it used to be 15 or 20 years ago when no one paid ABC to be there, they wanted to be at the races," he says. "When the pizzazz comes back the interest will follow."