We all know what has dominated the offseason conversations in the world of wing sprint car racing. For weeks social media channels were jammed with speculation about the destination of drivers, teams, and even officials. As things progressed, we dug even deeper than this. By the time we reached Valentine’s Day debates were raging about pill draws versus seeding, and even the music selection played at the track and over live streams. 

The intrigue surrounding the World of Outlaws and the High Limit Series showdown has elbowed nearly every other story to the side. It can be argued that there was only a brief moment where another open wheel discipline stole the headlines. 

A month ago, everyone was fixated on midget racing. Once again, an incredible number of cars were crammed indoors at Tulsa, and before a lap was turned hardcore fans were pouring over the rosters for each preliminary night. Then a funny thing happened.  Logan Seavey grabbed his second Golden Driller and within moments midget racing receded into the background. 

Oddly enough, midget racing had its own “schism” two years ago and by and large no one got all that worked up about it. There are some very good reasons for that. 

Let’s wind the clock back. In 2022 the Xtreme Outlaw Sprint and Midget series were launched. At the Chili Bowl Nationals an Xtreme official told me that when it came to sprint cars make no mistake about it – they were coming right at USAC. Well, one year later they were done. Why? That’s an interesting question. In some quarters it was suggested that the drivers and teams of World Racing Group’s core sprint car product – the World of Outlaws were unhappy with any resources diverted to traditional sprint cars. There was even some speculation that the discord provided more motivation to start what became known as the High Limit series. I cannot say with any degree of certainty if any of this speculation hit the mark.  

What we do know is that the Xtreme Outlaw Midget Series is back in 2024. Now let’s get in the time machine once more. In the media room during the 2023 Chili Bowl an industry representative suggested that there would be an effort made to “put the other guys out of business.” The other guys were, you guessed it, the United States Auto Club. Let’s parse this idea out just a bit. First, few people, even participants in the three major short track series have any real idea of the breath of USAC operations. It goes way beyond midget, sprint, and Silver Crown racing. Second, as a goal it is truly misplaced. There may come a day when we all agree that the so called split in wing sprint car racing is good for the sport. There may be an adequate demand for the product, enough willing participants, and most importantly, enough money to make this sustainable.

If the question is one of choosing sides and going head to head it is possible that both major wing sprint car groups can survive. That paradigm is currently inoperable in midget racing. It pains me to say it but demand at all levels, the available teams, and money are not there. You can’t use the Chili Bowl as any kind of barometer for what transpires in the Spring. I would argue that two distinct series as they are now operated is in fact good for the sport and pragmatic. 

Midget racing is a funny animal. It was arguably the most popular form of short track racing at the conclusion of World War II and the years immediately following. The very nature of the car opened up a plethora of possible places to perform, including indoors. However, by the mid-1950s Speed Age, the most popular racing magazine of the time was routinely lamenting the health of this discipline. 

Midget racing has always enjoyed passionate and dedicated devotees. That is still in place. Nonetheless, things are different today. Wisconsin, in particular Angel Park Speedway is a spiritual home of midget racing. Yet, former racer turned Badger President Quinn McCabe was forced to move to a different engine package to save the club. His membership could not participate in the cubic dollar arms race. Thankfully, he has been successful following a different blueprint. 

The ARDC was king of the East for decades. It faded away, and as was recently announced, an attempt to resurrect the club has been abandoned. In the glory days in California the URA Blue and Red circuit produced a plethora of stars who migrated to the Indianapolis 500. In 2024 the USAC Western States series has twelve scheduled dates. There are other regional series such as the BCRA, NEMA, and POWRi and it is good that they are still swinging. 

It is one thing to be regional, another thing entirely to proclaim to be National. 

The bottom line is this. If midget racing is going to be a viable player on the national scene it has to attract talented drivers, owners, manufacturers, and sponsors. There is obviously nothing unique about this. Yet, in the short track world that is increasingly difficult to do if you can only offer a limited slate of events. USAC has built a schedule just shy of thirty dates anchored by big races such as the BC39, the Turkey Night Grand Prix, and the Hangtown 100. Then there is the ever popular Indiana and Mid America Midget weeks. Yet, the six night run in Indiana is instructive. This event is possible, in part, because each stop includes unsanctioned sprint cars on the card. Could midgets be sold as a stand-alone class at places like Bloomington and Lincoln Park? As painful as it is to say that out loud, that’s a tough sell.  

The Xtreme Outlaw series has announced approximately thirty outdoor dates. They venture east to places like Path Valley, Action Track USA, Clyde Martin Memorial Speedway, Linda’s Speedway, and Millbridge. With the exception of Millbridge all of those tracks were once on the USAC calendar. With Xtreme the lion’s share of the schedule is contested in Illinois and Missouri with trips to Oklahoma and Kansas also on the card.

In essence, if you put the schedules of the two groups together there are approximately sixty National dates, with coverage from coast to coast. This is a package that can be sold to a possible sponsor if you are inclined to try to do it all. Even if your team decides to follow a pick and choose model, this creates more options. In a world where many pay for the privilege to race, a team can offer a range of packages to potential suitors. All of this is vitally important in 2024. 

Decades ago, a top driver could make good money racing midgets. In fact, it was not uncommon for some to race seven days a week. Sam Hanks won the 1957 Indy 500, but some of his very best years from a financial standpoint were the result of his success in midgets. Let’s be honest. It is possible for a top sprint car driver to make a viable living. Unless you have a salary or a personal service contract from a sponsor that is impossible in midget racing alone. The money is just not there. Furthermore, examined critically, a midget offers a less than optimum return on investment. Think about it. If you have a sprint car of any type, there is always some place to race. That is far from true with a midget. If you race midgets just for the love of it, there are still places to play, particularly where engine rules are in place to keep the sport reasonably affordable. However, if you think midget racing experience can be leveraged to help you reach other racing goals it seems critical to compete in the major leagues. 

Even if the combined work of two groups can make this discipline stronger there are still serious threats looming. One is the rise of micro racing. With every passing year there are more high paying races at this level. The cars aren’t nearly as expensive, and there may be more chances to compete. If you are an aspiring racer, is it necessary to move to a midget before you jump to a sprint car? Maybe not. 

This is the bottom line when it comes to this split. USAC has found a schedule that works. While for many years each USAC series operated independently, today the quest is to avoid conflicting dates with sprint and Silver Crown cars. A thirty race schedule appears to be the sweet spot. Perhaps Xtreme would like to test the water with an enhanced schedule, but if this is the case it is far from evident at this point.

There are only so many teams with the needed resources to compete at this level. If you divide them, you will not have an attractive package to sell. Fans love to suggest where their favorite series should race. That takes a willing partner. A promoter who fails to make rational decisions soon puts a lock on the front gate and sings a sad song to their banker. This is why the so called super teams are so important to both series. If teams like Keith Kunz Motorsports, CB Industries and other like squads have the resources to support both groups all parties can potentially benefit. An out and out war will not work. The margin for success is just too thin.