The Aussie Racing Car Series has been hit by internal tension following significant engine regulation changes introduced mid-season, prompting concern among competitors about cost, fairness and governance within the category.
The long-running one-make series, founded more than 25 years ago by Phil Ward and more recently owned by Tony Quinn, changed hands in March when it was acquired by Brett Thomas’ TFH Racing entity, which also sponsors cars competing in the championship.
Shortly after the opening round of the season in Sydney, a survey of competitors led to the decision to remove Cragsted as the control engine builder for the category’s Yamaha-based 1251cc powerplants. While the move to allow teams to rebuild their own engines was largely welcomed as a cost-saving measure, concerns escalated during Round 2 at Symmons Plains over apparent straight-line speed discrepancies.
Competitors raised questions about potential non-compliance with engine regulations, with some cars believed to be operating outside the intended performance window. Category management addressed teams during the event, outlining a new approach aimed at restoring parity.
That approach, later formalised in an official technical bulletin issued on Tuesday, dramatically simplified engine policing. Under the revised framework, only the camshaft, carburettor and original engine casing are tightly controlled, while other areas of the previous rule set have effectively been opened up.
The updated regulations permit an increase in engine capacity to 1347cc via a larger bore, alongside allowances for aftermarket valve springs, pistons and sump baffles. Category officials say the intent is to improve reliability and reduce long-term operating costs.
However, the changes present competitors with a difficult choice: invest an estimated $4,000 per engine to remain competitive, accept a performance deficit, or step away from the series altogether.
One of the first teams to respond publicly is Johnston Craill Racing Enterprises, co-owned by television commentator Richard Craill. The team has indicated it will not contest the next round in Perth.
Having already refreshed its engines following the post-Round 1 decision to drop the control builder, JCRE says the latest changes place it in a “highly challenging position” so early in the season.
In a statement circulated to partners, the team expressed frustration at the timing and impact of the revised rules, arguing that a capacity increase materially alters engine performance and requires substantial additional expenditure just two rounds into the championship.
The team added that it does not wish to race while knowingly uncompetitive and will not return until it can do so with cars built to the same specification as leading entries.
JCRE also called for stronger enforcement of the revised technical regulations, noting that the changes were prompted by existing compliance issues and stressing the importance of rigorous scrutiny going forward.
The team said it entered the category to compete in close, driver-focused racing rather than a situation where differing engine specifications create a two-tier field.
In its communication to competitors, the Aussie Racing Car Series stated that the changes were made in the interests of the category as a whole, reiterating its long-standing philosophy of tightly controlled racing where driver ability, not budget, determines results.
Officials emphasised that the control chassis, bodywork and all ancillary components remain strictly as supplied by the category, with no modifications permitted.
The situation highlights the challenges faced by cost-sensitive national categories when balancing parity, enforcement and competitor confidence, particularly when significant regulatory shifts are made during an active season.
