The NASCAR Winston West Series dates back to 1954, when it was called the Pacific Coast Late Model Circuit. The circuit was predominately comprised of different clubs such as the Pacific Racing Association, Cal Stock, Bay City Racing Association, and groups in Oregon and Washington, which ran cars similar to the Stock cars being run in the Southeast.
Factory-supported teams from GM, Ford, and Chrysler brought more competition and increased the number of races. The racing flourished until August 1957, when the Detroit automakers decided to pull out of Stock car racing. That single announcement almost instantly put West Coast Stock car racing into a downward spiral, as the number of events went from 36 in 1956 to just nine in 1958.
"In the 46-year history of the series," says Kevin W. Green, NASCAR Winston West Series media coordinator, "there have been times when the series has prospered, and there have been times when the promoters have had to really work hard on continuing its growth." The late '50s were one of those tougher times.
The early '60s, however, saw a rebirth as the 500-mile races at the now-defunct Riverside International Raceway (RIR) essentially reintroduced the series to the West Coast. In 1964, the schedule expanded to 20 events, fueled in part to the success of RIR. "As RIR flourished," says Green, "so did the series."
The pinnacle of Winston West's early days came in 1971 when Ray Elder won a 500-mile "combination race" with Winston Cup drivers at RIR. "This was significant," recalls Green, "because it was a Winston West team that won a 500-miler against Cup teams."
The rest of the '70s saw a bit of a lull in the series' growth, so in 1979 a consortium was created to rectify the problem. Also in 1979, the series eliminated dirt tracks from its schedule and moved into the '80s as a strictly pavement series.
With the closing of RIR and Ontario Motor Speedway in the '80s, the series focused on developing new talent and bringing in new teams. Events such as the annual 500-lap race at Evergreen Speedway in Monroe, Washington, which saw Cup drivers such as Bill Elliott, Geoff Bodine, Davey Allison, and Sterling Marlin competing with West drivers, helped bring new attention to the series."
In the '90s, the construction of new facilities brought the inclusion of superspeedways to the Winston West schedule. "The addition of tracks like California Speedway, Las Vegas Motor Speedway, and the return of Phoenix International Raceway helped bring a resurgence to Winston West," Green explains.
That resurgence can be seen in the 1998 point fund increase by R.J. Reynolds Tobacco Company from $50,000 to $300,000. The money, however, did not stop there.
"The track operators increased their participation," says Green, "and NASCAR developed driver bonuses and an owner's plan that was aimed at rewarding the teams who ran all the races. These factors brought unprecedented growth to the series in 1998 and 1999."
A Similar "Cup" Of TeaLike Cup, Winston West runs steel-bodied, 110-inch wheelbase cars that must maintain a minimum weight of 3,400 pounds. Models available include the Pon-tiac Grand Prix, the Chevrolet Monte Carlo, and the Ford Thunderbird and Taurus. Also like Cup cars, power comes from 358ci V-8 engines with one four-barrel carburetor, but West engines have a maximum compression ratio of 9.5:1. These differences aside, West cars are virtually the same as those in Winston Cup racing. "In fact," says Green, "some of our Winston West teams obtain cars from Winston Cup teams. And some purchase their cars new from the same manufacturers that build cars for Cup teams."
Another difference is that Winston West uses both Goodyear and Hoosier tires.
Teams are allowed to purchase up to 16 tires for the entire event, including practice, qualifying, and the actual race. Each team designates one set of sticker tires for qualifying, and the rest can be managed in any way necessary. If a team runs out of tires-for instance, due to cuts or flats-Winston West officials will not supply new ones until the last set is on the car during the race.
"This policy helps to keep the costs of racing down," explains Mike Verlatti, NASCAR Winston West director. "Sometimes a team might want to try Hoosiers and Goodyears, and that is fine, except that they will be counted against the total number of 16. For example, if a team wants to try one brand and then switch, they are limiting the number of tires they can use during a race because the brand a team qualifies on is the brand they must use for the entire race."
Winston West used to have a mandate that stated only two tires can be changed during a pit stop made under yellow, but for 1999, that rule was lifted.
"Basically, our rules are the same as the Winston Cup rule book," Verlatti says. "We even use the same championship points system. We just have some specific instances, like the engine compression ratio, for example, where we differ. So overall, the same cars that are approved for use in Winston Cup are the cars you will see competing in Winston West."
Want proof? The templates inspectors use on Winston Cup cars are exactly the same as the ones used during inspection of Winston West cars.
When And WhereThe '99 14-race Winston West Series visited 11 different tracks in seven different states, with the finale at the Twin Ring Motegi 1.549-mile oval in Motegi, Japan, which served as the first official NASCAR points race held outside North Amer-ica. The series is aimed at major western U.S. markets such as Los Angeles; Seattle; Portland, Oregon; Phoenix; Las Vegas; Salt Lake City; and Denver/Colorado Springs. As of this writing, the 2000 schedule was not released.
Sharing The Same DriveMany Winston West drivers began turning laps in go-karts at young ages and eventually moved on to local Late Model racing. Also commonplace is the rise from NASCAR Winston Racing Series weekly tracks and other NASCAR Touring Divisions such as the Raybestos Brakes Northwest and Featherlite Southwest Series.
"Many drivers," says Green, "want to work their way up to this level to get the experience with a Cup-type car on some of the same tracks as Winston Cup races. A lot of West drivers are focused on getting to Winston Cup, or getting to one of the three major series: NASCAR Craftsman Trucks, Busch Grand National, or Cup."
In fact, some West teams tried to compete in Cup events in 1999 such as at Las Vegas and California Speedway; Butch Gilliland, the '97 Winston West Champion, even made the field at Sears Point.
In 1999, Winston Cup drivers Ricky Craven and Jerry Nadeau competed, and won, in the Winston West Series. Other competitors have included Ken Schrader, Derrike Cope, Chad Little, Parnelli Jones, and even one of NASCAR's "50 Greatest Drivers," Hershel McGriff, won the series championship in 1986.
Generally, Winston West drivers like to have Cup drivers run with them. They enjoy the competition and the chance to learn from the Cup drivers, but when a West driver beats a Cup driver, the entire series is proud.
"There was an incident in Tuscon a few years ago," says Green, "when Schrader was winning the race with only a few laps to go. But Gilliland ran him down and passed him to win. It is moments like that which are definitely a feather in the driver's cap."
46 Years And Still GrowingThe overall growth the Winston West Series has experienced is reflected in the media coverage it is receiving. A great example of this attention was seen in Japan.
"We traveled halfway around the world," says Green, "and had not only a lot of interest there, but we also had media from Australia as well as from the U.S."
Part of the growth can also be credited to Winston West expanding to include many modern racing facilities, which, among other attributes, helps to make the series more visible.
"What has taken place in the last few years with the Winston West Series is really rather phenomenal," says Dennis Huth, NASCAR vice president of Touring Operations and International Development. "Now with the larger facilities and racetracks available, the series has developed quite a resurgence in interest."
Just as important to the series successes is the marked improvement in the level and intensity of the entire racing field. Not long ago, only a handful of drivers could win a race, but today the number of potential winners has dramatically increased.
"The rapid rate of growth," Huth concludes, "is due in part because some of the star drivers have really begun to shine just in the very recent past. I think we are looking at a very healthy series that is going to serve a lot of purposes for track operators, sponsors, team members, drivers, and owners alike. Its is a win-win situation for everybody. Of course, the true winners at the end of the day are going to be the fans sitting in the grandstand, because they are going to see equally prepared cars competing. And that is good for everybody."
Editor's Note: Following press deadline, Dennis Huth resigned as NASCAR vice president of Touring Operations and International Development to pursue other interests. NASCAR vice president Tom Deery will now oversee all nine NASCAR Touring Series, including Winston West.
Part of the growth can also be credited to Winston West expanding to include many modern racing facilities, which, among other attributes, helps to make the series more visible.
"What has taken place in the last few years with the Winston West Series is really rather phenomenal," says Dennis Huth, NASCAR vice president of Touring Operations and International Development. "Now with the larger facilities and racetracks available, the series has developed quite a resurgence in interest."
Just as important to the series successes is the marked improvement in the level and intensity of the entire racing field. Not long ago, only a handful of drivers could win a race, but today the number of potential winners has dramatically increased.
"The rapid rate of growth," Huth concludes, "is due in part because some of the star drivers have really begun to shine just in the very recent past. I think we are looking at a very healthy series that is going to serve a lot of purposes for track operators, sponsors, team members, drivers, and owners alike. Its is a win-win situation for everybody. Of course, the true winners at the end of the day are going to be the fans sitting in the grandstand, because they are going to see equally prepared cars competing. And that is good for everybody."
Editor's Note: Following press deadline, Dennis Huth resigned as NASCAR vice president of Touring Operations and International Development to pursue other interests. NASCAR vice president Tom Deery will now oversee all nine NASCAR Touring Series, including Winston West.