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Late model racing
NASCAR Mexico Late Model
CategoryStock car racing
CountryUnited States, Canada, Mexico, Australia
Sanctioning GroupsInternational Motor Contest Association (IMCA)
World Racing Group (World of Outlaws, DIRTcar)
NASCAR
Championship Racing Association (ASA)
Lucas Oil Late Model Dirt Series
American Canadian Tour (ACT)
APC United Late Model Series

Late Model stock car racing, also known as late model racing and late models, refers to a type of auto racing that involves purpose-built cars simultaneously racing against each other primarily on oval tracks. This type of racing was early-on characterized by its participants' modification to the engines of post-World War II passenger cars, but the modern day understanding references a class that allows considerable modifications to both the engine and body, yet requires some form of front fender package.

Overview

[edit]

As the post WWII auto industry began meeting demand for new cars, auto lots were filling up with the pre-war coupes and sedans. These 1939-1941 cars, "modified" with souped up engines, were finding their way to competitions at racing ovals converted from horse racing or newly carved out in fields. In 1948 NASCAR became one of the first organizations to standardize the rules to ensure equal competition.[1]

The rulebook mandated that all cars had to be American made, and 1937 or newer, with full stock fenders, running boards and bodies if equipped by the factory, but their bumpers and mufflers had to be removed. Also, a car's wheelbase, length and width had to remain stock, as did the hood.[2] Two years later NASCAR added a division for "lesser modified" cars, which they distinguished as the Sportsman. Specifications for the Sportsman cars mirrored the Modified rules as to bodies and safety, but restricted the degree of engine modifications.[3][4][5]

As NASCAR’s Grand National cars aged out (current model year and two most recent years only) they became eligible to compete in the Modified and Sportsman division.[3][5] By 1956 NASCAR had developed a plan to phase out the pre-war coupes and sedans in favor of "Late Models", identified as American cars produced between 1949 and 1955.[6]

Looking to differentiate the Sportsman as a truly separate class, in 1968 NASCAR updated their rules to require 1955 and newer bodies, rebranding the class the Late Model Sportsman Series. NASCAR later reorganized the championship points and events into the touring series that became the Xfinity Series.[5][7] Earlier car models remained eligible for the Modified division, which evolved to eliminate front fenders.[8]

Since that time, the various sanctioning organizations have developed countless rule packages, but for the last half of century, the "Late Model" class distinction has had little to do with the model year of the car.[9]

Designs

[edit]
Jonathan Davenport in a dirt super late model in 2018
Kyle Busch after winning the Denny Hamlin Short Track Showdown at Richmond Raceway in 2013 in a late model stock car, a perimeter chassis car
Bubba Pollard in 2019 in an asphalt super late model, a straight rail chassis car

In the late 1970s the costs for the Late Model Sportsman cars became excessive, so the "Late Model Stock Car" was born. Within a few years changes began with the carburetor, and by the mid-1980s the stock front chassis was replaced with a racing clip, for safety and availability. The Late Model that exists today is a full-blown race car with race parts.[10]

Late model race cars now include super late models which have looser rules; late model stock cars and pro late models where cars are more aerodynamically aggressive with lighter bodies and enhanced horsepower; and limited late models which have less horsepower.[9][11] Vehicles built to race on dirt tracks are significantly different from vehicles raced on asphalt.[12]

Body style

[edit]

The bodies on late models were constructed from fiberglass molded to resemble original equipment body panels and able to withstand the rigors of short track racing without the weight. The affordability and availability of sheet aluminum emboldened racers to switch to making their own bodies, as it was cheaper and faster. These individually customized bodies became extreme, and by the mid-1980s a number of dirt track promoters organized as United Midwestern Promoters, standardizing the dimensions for the body panels and requiring a prefabricated hi-impact plastic nose.[13]

Similarly, the asphalt racers began experimenting with downforce bodies, and in 2002 a group of asphalt track promoters met with body manufacturers Aluminum Racing Products (ARP) and Five Star to develop a uniform "Approved Body Configuration". This resulted in the now widely accepted ABC Rulebook.[14]

Chassis and suspension

[edit]

There are two types of chassis for asphalt late models. The super late model chassis is offset to favor the left side of the car.[11] Significant items such as the rear end and the engine are positioned on the left, while suspensions are constructed with maximum adjustability in mind. Other asphalt late models use a perimeter rail (symmetrical) chassis, similar to a production car, where there is equal chassis on both sides of the car.[15]

Dirt late model chassis are custom built by manufacturers within standardized dimensions that apply across most classes.[16] There are numerous adjustments on a dirt car compared to those on an asphalt car. Adjustments for dirt include weight changes, rear steer changes, spring changes (four corners and lift arm/pull bar), spring mounting position, J-bar height and angle, stagger, tire compound, and tread design.[12]

Engines

[edit]

Across the United States, the class of late model race cars may be referred to as super late models, late model stock cars, pro late models, or limited late models, yet the engine specifications may vary between sanctioning bodies. Open engines are typically American naturally aspirated V8s with upwards of 600 horsepower (450 kW). Otherwise, sanctioning bodies may require crate motors to be utilized which may limit production to 400 horsepower (300 kW) to 500 horsepower (370 kW).[11] The sanctioning bodies often adopt GM 602, 603, and 604 engines or Harrington Enforcers.[15][16][17]

Other racing series

[edit]

Late model racing is a common steppingstone for drivers who race in regional and national touring series.[9] Almost every NASCAR Cup Series driver raced in the class while progressing their career, and many crew chiefs have also developed through this level.[18]

Late model-type cars are also prevalent as a form of cost-cutting in road racing. As many of these oval-track cars can be adjusted to become road race cars with weight balance changes, the SCCA has listed them in the GT America category, and with the affordability of a late model stock car in the category ($30,000 cars with specification engines, and frequently purchased used NASCAR wheels), these cars are prevalent in club racing. Similar rules are used in SCCA Trans-Am TA2 class racing, where the same chassis builders for super late models provide chassis for TA2.[19]

Dirt track late model racing also takes place in Australia. The Australian Late Model Championship has been a feature on the Australian speedway calendar since 2002.[20]

Late model cars can also be seen in simulators such as iRacing.[21]

United States national touring series

[edit]

Asphalt

[edit]

Dirt

[edit]

Canadian touring series

[edit]

Asphalt

[edit]

See also

[edit]
Wikimedia Commons has media related to Late Model race cars.

References

[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Late model

View on Grokipedia
from Grokipedia
A Late Model is a type of purpose-built stock car used in short-track oval racing, designed to resemble the body styles of recent production vehicles such as the or , while featuring highly modified chassis, suspensions, and engines for competitive performance on both asphalt and dirt tracks. These cars typically produce 400 to 800 horsepower from V8 engines, often limited by rules in subclasses like Crate Late Models (using sealed engines) or Super Late Models (with more open specifications), and weigh between 2,400 and 3,200 pounds depending on the division and track surface. Late Model racing serves as a foundational class in American , attracting grassroots competitors and serving as a for drivers aspiring to higher series like . The origins of Late Model racing trace back to the post-World War II era of stock car competition, where "late model" initially referred to the most recent factory production cars raced in modified forms, evolving from bootlegger-modified vehicles on dirt tracks in the American South. By the , safety concerns and escalating costs led to the allowance of purpose-built tubular under stock car bodies, marking a shift from true production-based racing. On the asphalt side, the modern Late Model Stock Car division was formalized in 1978 at Old Dominion Speedway in by promoter Dick Gore to cap expenses at around $4,000 per car, quickly expanding to regional tracks like and becoming NASCAR-sanctioned shortly thereafter. Dirt Late Model racing similarly gained prominence around 1965, with events like the World 100 at in 1971 establishing it as a premier discipline, now featuring advanced cars costing up to $100,000 and drawing crowds of over 30,000. Today, Late Model racing encompasses diverse sanctioning bodies and series, including the Late Models for dirt open-wheel variants and the CARS Tour for asphalt stock cars, with annual events offering purses exceeding $100,000 and serving as a talent pipeline for national series. Subdivisions distinguish between restricted "stock" configurations, which mimic touring cars with components like boxes and truck arms, and freer "super" or "" classes emphasizing and power. Despite challenges like rising costs, the division remains a of short-track motorsport, with historical figures like holding records for 67 feature wins in a single 1972 season.

History

Origins

Following , emerged prominently in the , where enthusiasts modified pre-war production cars—primarily 1939-1941 models like Ford coupes and sedans—with enhanced engines and other performance upgrades for competition on dirt tracks converted from fairgrounds or newly built ovals. These early races, often held at short dirt circuits in states such as and Georgia, drew crowds seeking high-speed spectacles amid the economic boom and limited availability of new automobiles. The modified cars retained much of their street-legal appearance but incorporated souped-up components to handle the rough, unpaved surfaces, laying the groundwork for organized late model racing. In December 1947 and early 1948, a series of meetings convened in Daytona Beach, Florida, led by Bill France Sr., to establish standardized rules for professional stock car racing, culminating in the formation of the National Association for Stock Car Auto Racing (NASCAR) on February 21, 1948. NASCAR aimed to regulate the chaotic regional scene by promoting "late models"—defined as American-made passenger cars from 1937 onward, emphasizing recent body styles from 1949 to 1955 while requiring stock fenders and minimal alterations for fairness. This shift from heavily modified pre-war vehicles to more contemporary, showroom-derived machines sought to appeal to manufacturers and fans, bridging amateur dirt track events with professional competition. The first official late model races under NASCAR's Strictly Stock division debuted in 1949, prioritizing vehicles that maintained a stock appearance with permitted modifications for safety, such as roll bars and reinforced frames, and performance tweaks like improved carburetors. A pivotal early event was the inaugural Strictly Stock race on June 19, 1949, at Charlotte Speedway in —a 200-lap, 150-mile contest on a 0.75-mile dirt oval that attracted approximately 13,000 spectators and offered a $5,000 purse. Won by Jim Roper driving a , this race marked a precursor to formalized late model divisions, highlighting the sport's transition toward structured national sanctioning while retaining its dirt track roots.

Evolution

In 1968, NASCAR introduced the Late Model Sportsman Division as a national touring series positioned below the premier Series, featuring modified production-based stock cars designed for regional short-track competitors to gain exposure on larger circuits. This division emphasized affordability and accessibility, attracting drivers with limited resources while serving as a developmental step for emerging talent. By , the series evolved into the Late Model Sportsman Series, which transitioned to the NASCAR Busch Series and eventually the Series, marking its shift toward more professionalized, nationwide competition with increased sponsorship and television coverage. The 1970s and 1980s brought significant design advancements in late model construction, driven by safety concerns following high-profile incidents. In response, teams adopted tubular steel chassis—initially pioneered in the late 1960s for modified classes but adapted for late models—to enhance structural integrity and crash resistance over traditional unibody frames. Concurrently, bodies replaced heavier steel panels, improving and minimizing fire propagation risks through better fuel containment. On the asphalt side, the modern Late Model Stock Car division was formalized in 1978 at Old Dominion Speedway in by promoter Dick Gore, who capped expenses at around $4,000 per car using stock components to address declining participation; it quickly expanded regionally and received sanctioning. Dirt Late Model racing gained prominence around 1965, with the inaugural World 100 in 1971 at establishing major events that drew large crowds. In the early , the adoption of crate engines emerged as a key innovation to curb escalating costs and ensure competitive parity among late model teams, particularly in dirt racing where custom-built powerplants had driven expenses beyond the reach of many regional racers. These sealed, factory-assembled units, such as the GM 602 and 604 small-block V8s, limited modifications and provided consistent output around 400-600 horsepower, allowing drivers to focus on setup rather than engine development. The 2000s saw the proliferation of super late models, an upscale variant with engines boosted to 800-900 horsepower through advanced and larger displacements, enabling higher speeds on both dirt and asphalt ovals while demanding sophisticated suspension tuning. This era's growth was tempered by the , which slashed sponsorship revenues and attendance at national events by nearly 10%, prompting many teams to pivot toward cost-effective regional series for sustained viability.

Types

Super Late Models

Super Late Models are the highest-performance variant of late model race cars, designed primarily for dirt track competition with open-wheel or semi-open body configurations that prioritize and on loose surfaces. These vehicles employ unrestricted V8 engines, typically displacing 358 to 438 cubic inches, with small-block engines commonly at 358 ci and big-blocks up to 438 ci, capable of generating up to 800 horsepower or more through extensive modifications such as high-compression pistons, custom camshafts, and advanced systems. A hallmark of Super Late Models is their highly adjustable suspension systems, which include four-link rear setups and coil-over shocks that allow precise tuning for the dynamic conditions of ovals, from high-banked tracks to flat configurations. construction, often using tubular steel frames from manufacturers like or Longhorn, emphasizes rigidity and lightness, with costs for a complete ranging from $20,000 to $50,000 depending on materials and custom features. These designs evolved briefly from the more restrictive sportsman classes of the , incorporating greater power and flexibility for professional-level racing. Since the , Super Late Models have dominated national dirt touring series, offering drivers a platform for intense, high-stakes competition across diverse venues. The Late Model Series, for example, began sanctioning events in , rapidly growing into a premier circuit with purses exceeding $10,000 per feature and attracting top talent through its rigorous schedule of over 50 races annually. Distinguishing them from asphalt-oriented versions, dirt Super Late Models feature wider, low-profile tires—often 11-inch tread width rears with tall sidewalls for improved bite in loose —and omit fenders to reduce weight and enhance airflow, thereby optimizing handling and reducing the risk of catching on uneven terrain.

Pro and Limited Late Models

Pro Late Models are purpose-built race cars designed primarily for asphalt oval tracks, featuring aerodynamic bodies styled after 2010s-era production vehicles such as those from Five Star Bodies' Next Gen line, which provide enclosed, stock-appearing exteriors optimized for high-speed stability. These vehicles typically produce 500-600 horsepower from built V8 engines or high-output crate options, paired with a minimum weight of 2,800 pounds for straight-rail chassis, scaling up to 3,200 pounds depending on series-specific rules and engine type. Since the early 2000s, Pro Late Models have been a staple in prominent asphalt series, including the ARCA Menards Series East/West and the CARS Tour, where they serve as a developmental platform for drivers transitioning to higher levels of stock car racing. Limited Late Models, in contrast, emphasize cost control and parity for grassroots competitors, restricting engines to factory-sealed V8 units producing 400-500 horsepower, such as the Chevrolet Performance 604 or similar GM 350-cubic-inch options. These cars mandate spec tires, often or American Racer compounds sized for consistency across classes, to minimize variables and reduce expenses while maintaining competitive balance. Primarily raced at regional short tracks, Limited Late Models promote accessibility for weekly events, allowing minor modifications like tire compounds or suspension tweaks to adapt from asphalt to surfaces without major redesigns. The cost disparity underscores their distinct roles: a complete Pro Late Model build ranges from $50,000 to $100,000, reflecting investments in custom aerodynamics and , while Limited variants cost $15,000 to $30,000, enabling broader participation through sealed components and standardized parts. This structure positions Pro Late Models as specialized asphalt contenders with enclosed bodies for , whereas Limited models offer versatility for mixed-surface regional , fostering parity without the extremes of unrestricted power seen in other late model variants.

Design Features

Body and Aerodynamics

The body of a late model race car is primarily constructed from lightweight or advanced composite materials, such as Ultraglass™, to balance durability, weight reduction, and aerodynamic efficiency. For asphalt variants, these bodies are styled to closely resemble production cars from the and , including options like the , , or , which helps maintain a stock car aesthetic while optimizing airflow over the . Recent approvals as of 2025 include bodies like the AR Revolution, resembling contemporary production vehicles. These composite panels, including noses, hoods, doors, and quarter panels, are engineered for consistent fitment and flame-retardant properties to enhance safety during high-impact collisions. In contrast, dirt late model bodies adopt an open-wheel configuration with fenderless designs to facilitate mud clearance and prevent buildup during races on loose surfaces. This setup exposes the wheels and suspension components, allowing debris to pass through without accumulating, which is crucial for maintaining traction and visibility in dusty or muddy conditions. Adjustable spoilers, typically made from aluminum or high-impact and ranging from 8 to 12 inches in height, are mounted at the rear to provide tunable , with designs like the MD3 kit incorporating breakaway features for durability under rough track impacts. Aerodynamic principles in late models prioritize generation and airflow management tailored to surface type. Asphalt bodies, with their enclosed fendered profiles and integrated spoilers, generate substantial through wind tunnel-validated shapes that direct air over the roof and underbody for stability in high-speed corners. variants emphasize side draft , where body panels and side skirts channel airflow laterally to cool radiators and brakes while minimizing drag in the turbulent air of pack ; simulations indicate these setups can produce around 1,100 pounds of at 100 mph, aiding grip on banked dirt ovals without excessive lift. Safety features are seamlessly integrated into the body design, with roll cages constructed from steel tubing visible beneath the composite panels to protect drivers in crashes. These cages comply with sanctioning body standards, such as those from Asphalt Racing Series, and contribute to overall structural integrity. rules further influence body placement, mandating a left-side —typically up to 58% of total vehicle weight on the left side—to optimize handling on left-turn ovals, achieved by positioning and components accordingly within the body's mounting points. placement, often offset to the left, supports this balance but is adjusted per specifications.

Chassis and Suspension

Late model are constructed using a tubular spaceframe design, which consists of interconnected tubes forming a rigid yet lightweight structure capable of withstanding the high stresses of . This configuration enhances torsional rigidity while minimizing weight, with bare typically weighing between 450 and 600 pounds before the addition of suspension, engine, and body components. A key feature is the integration of quick-change rear ends, which allow teams to rapidly swap gear ratios—often using 10-spline setups with base ring-and-pinion ratios of 4.11 or 4.86—to optimize performance for varying track lengths and conditions without extensive downtime. The suspension system emphasizes adjustability and track-specific tuning, starting with an independent front setup featuring coil-over shocks mounted to A-arms fabricated from mild or 4130 chrome-moly tubing for precise control over camber and . Rear suspensions differ by surface: late models commonly employ a four-link with upper and lower trailing arms, promoting greater articulation to handle rough, uneven and maintain traction during slides. In contrast, asphalt late models utilize a four-link rear suspension, incorporating parallel upper and lower links for enhanced stability and reduced rear steer on smoother, higher-grip surfaces. Over time, chassis materials have evolved significantly for improved and ; early 1960s designs relied on modified production frames for simplicity and cost, but by the , racers shifted to welded tubular spaceframes using mild to better absorb impacts. Modern iterations incorporate 4130 chrome-moly tubing, which offers superior strength-to-weight ratios and crash resistance due to its higher tensile strength and compared to mild . Suspension setups are further tailored to track surfaces through spring rates and adjustments, prioritizing grip and compliance. On tracks, softer coil-over springs allow the to conform to the loose, variable surface, maximizing mechanical grip and reducing the risk of unloading tires in . Asphalt configurations, however, employ stiffer springs to provide precise handling and stability under higher lateral loads, minimizing body roll and ensuring consistent on the smoother pavement. These adaptations, combined with adjustable shock valving, enable teams to fine-tune and anti-squat for optimal cornering dynamics.

Engines and Powertrain

Late model racing vehicles predominantly utilize V8 engines, with configurations varying by class and track surface to balance , cost, and regulatory compliance. Sealed crate engines, such as the General Motors (GM) 602 and 604 models, are widely adopted in entry-level and spec series for their reliability and tamper-proof design. The GM 602 crate engine, featuring a cast-iron block and Vortec iron heads, produces approximately 350 horsepower at 5,400 rpm and 396 lb-ft of at 3,800 rpm, making it suitable for budget-conscious teams in and asphalt applications. In contrast, the GM 604 crate engine, equipped with aluminum heads for better heat dissipation, delivers around 400-420 horsepower at 5,600 rpm and 406 lb-ft of , offering enhanced while remaining sealed to prevent modifications. These engines are factory-assembled with forged steel crankshafts and hypereutectic pistons, ensuring consistent output across the field. For higher-performance classes like super late models, open-configuration engines based on Chevrolet 358 cubic-inch small-blocks are common, particularly on dirt tracks where enables greater power extraction. These engines, often built with aftermarket components such as Dart blocks and ported cylinder heads, can achieve 600-650 horsepower at 6,800-8,000 rpm when tuned for , providing superior for loose-surface traction. Asphalt variants typically use gasoline-tuned setups to prioritize and endurance, limiting output to around 500-600 horsepower to comply with weight and aero rules. The drivetrain in late models is , emphasizing power delivery to the rear axle for optimal launches and cornering. Common differentials include the robust Ford 9-inch unit, valued for its removable center section and strength under high torque, or the lighter Chevrolet 10-bolt for cost-sensitive builds. Transmissions are typically 4- or 5-speed manuals, such as Jerico or Tremec units, with dog-ring engagement for quick shifts and durability in racing conditions. Fuel systems are adapted to track type, with carbureted setups dominating due to their and tunability in high-vibration environments; electronic fuel injection (EFI) appears in some asphalt classes for precise metering. Dirt late models favor (alcohol-based) fuels for their superior cooling properties, which reduce risk under sustained high loads, though they require roughly twice the volume of . Asphalt racing prioritizes for better and lower consumption, enhancing race duration without frequent pit stops. Regulatory frameworks, such as those from the International Motor Contest Association (IMCA), have emphasized spec engines since the early to control costs and parity, mandating steel-block V8s with claim rules that allow inspection and repurchase of engines post-race. Crate engines like the GM 602/604 typically cost 3,000−3,000-8,000, offering sealed reliability without custom tuning, while fully built open engines range from 6,000−6,000-20,000 depending on components and builder expertise. These rules integrate with design to maintain weight distribution, ensuring safe handling under varying power outputs.

Competition and Series

Track Types and Formats

Late model racing primarily occurs on oval tracks, with asphalt and surfaces representing the two dominant types, each influencing car setup, race strategy, and event structure. Asphalt tracks are typically banked ovals ranging from 1/4 mile to 1 mile in length, providing a smoother, more consistent surface that allows for higher sustained speeds and longer . Feature events on asphalt often span 50 to 100 laps, emphasizing endurance and fuel management, while preliminary events like heat (usually 8 to 12 laps) and dashes determine starting positions for the main race. These formats promote close on the grippier surface, where tire wear and play key roles in passing opportunities. In contrast, dirt tracks utilize clay or -surfaced ovals, commonly 1/4 to 1/2 mile in circumference, which evolve throughout the event due to track wear, creating variable lines for passing. Main events, or A-mains, are generally shorter at 30 to 75 laps to account for the surface's unpredictability and higher risk of cautions, with non-winged configurations standard for dirt late models to enhance slide control and side-by-side action. Winged setups are rare in late model classes but occasionally appear in modified variants for added on faster dirt layouts. Qualifying sessions, followed by heat races (typically 8 laps), feed into the feature, prioritizing driver skill in adapting to the changing track conditions. Safety protocols are standardized across both surfaces to manage incidents, with the yellow flag signaling a caution period where drivers must slow down, cease passing, and maintain position without back to the flag stand; laps during yellows do not count toward the total. A red flag halts the race entirely for severe incidents, allowing officials to address hazards like debris or injuries before restarting from the last completed lap. Typical event structures include hot laps for practice, time trials or group qualifying, multiple heat races to set the feature lineup, and optional last-chance qualifiers for non-transferring drivers, culminating in the A-main finale. Hybrid formats blending asphalt and are uncommon in late model , as and suspension setups optimized for one surface perform poorly on the other, limiting crossovers to special exhibitions rather than regular competition.

United States Series

In the , late model is divided primarily between asphalt and surfaces, with prominent national and regional series governed by established sanctioning bodies. On asphalt, the zMAX , established in 2015 as the premier late model stock car touring series in the Southeast, with its Late Model Stock Car division utilizing spec bodies and engines for competitive parity across regional tracks. Shifting to dirt racing, the Late Model Dirt Series, launched in 2005, sanctions over 50 events annually across the country, emphasizing high-stakes features with large fields averaging more than 48 cars per race and culminating in a national points championship. In 2025, Devin Moran won the series title. The Late Models, revived in 2004 under its current format (with roots tracing to an earlier iteration in the late ), delivers intense national touring with purses exceeding $12,000 for winners in standard events and a points fund surpassing $1 million, including marquee races paying up to $100,000 to the victor. In 2025, Bobby Pierce secured the championship. Major sanctioning bodies oversee these series, including the World Racing Group, which owns and operates the Late Models as part of its portfolio of dirt track entities. NASCAR maintains ties to late model racing through its partnership with , which simulates official late model stock cars and series like the CARS Tour for virtual competition. The International Motor Contest Association (IMCA), founded in , sanctions regional dirt late model divisions with roots in the late , focusing on affordable, spec-based racing across weekly and touring events in the Midwest and beyond. In the , particularly following the , several series introduced or expanded mandates for crate engines—pre-sealed, spec powerplants—to curb escalating costs and ensure parity, as seen in updated rules for divisions like IMCA Late Models and regional asphalt tours emphasizing factory-sealed units for 2021 and beyond.

International and Regional Series

Late model racing has gained a foothold in , particularly in and , where series emphasize regional competition on both asphalt and dirt surfaces. The APC United Late Model Series, established in 2015, focuses on revitalizing at paved short oval tracks across , drawing competitors with high-stakes events that highlight the durability and speed of super late models. In , the Série ACT serves as the primary late model touring series, operating primarily on asphalt ovals and expanding to 12 events in 2024, including combination races with the U.S.-based American-Canadian Tour to foster cross-border rivalries. While dirt late model activity exists at tracks like Autodrome Drummond, it remains more localized without a dominant national dirt series exceeding 40 events annually. In , regional dirt late model racing emerged in the , heavily influenced by U.S. imports of , engines, and components that adapted American-style super late models to local tracks. Series like those at Chihuahua's dirt ovals feature the "Libre" category, where dirt late models compete alongside IMCA-style modifieds on high-banked clay surfaces, attracting regional drivers with affordable entry and nightly events that emphasize mechanical reliability over high-tech modifications. Australia's late model scene was introduced in 2002 through international challenges, including the vs. Late Model Challenge Series, which pitted American drivers against local talent and popularized the class on dirt speedways. The Australian Late Model Championship, sanctioned nationally since that year, now runs V8-powered dirt late models adhering to rules allowing unlimited cubic inch displacement for naturally aspirated engines, with events at prominent venues like Perth Motorplex and Sydney Speedway. Within the , regional circuits provide intense competition outside national tours, particularly in the Southeast. The Southern Super Series, a premier asphalt super late model tour, sanctions events across tracks in , , and Georgia, emphasizing close on high-banked ovals with purses that reward consistency over a 10-12 race . A hallmark regional event is the , an annual 300-lap super late model race held since 1968 at Five Flags Speedway in , known for its grueling format and history of crowning future stars.

References

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  41. https://snmpark.com/super-late-model-rules/
  42. https://www.speedwaymotors.com/the-toolbox/quick-change-gear-chart-rpm-gear-ratio-formula-for-10-spline/143501
  43. https://wintersperformance.com/gear-charts
  44. https://www.hotrod.com/how-to/ctrp-1107-dirt-four-link-suspension
  45. https://www.hotrod.com/how-to/ctrp-0912-what-spring-rates-to-use-in-your-race-car
  46. https://www.chevrolet.com/the-block/articles/2023/may/out-of-the-box-racing--the-mid-east-602-late-models-
  47. https://www.karlkustoms.com/product/602-crate-engine-19433602-ct350-602/
  48. https://www.speedwaymotors.com/the-toolbox/what-is-a-604-crate-motor-604-crate-engine-explained/134048
  49. https://www.slashgear.com/1917364/gm-602-vs-604-crate-engine-differences/
  50. https://www.enginebuildermag.com/2020/03/racing-with-the-gm-604-crate-engine/
  51. https://www.chevyhardcore.com/features/a-big-power-358-small-block-dirt-late-model-spec-engine-build/
  52. https://www.enginebuildermag.com/2019/09/eotw-358-cid-national-late-model-chevy-engine/
  53. https://www.hotrod.com/how-to/358-inch-small-block-chevy-makes-662-hp-westech-dyno
  54. https://www.hotrod.com/how-to/ctrp-0902-race-car-fuel-cell
  55. https://www.strangeengineering.net/product-category/drag-racing-rear-ends/ford-9-inch-rear-end/
  56. https://www.summitracing.com/search/part-type/axle-assemblies/axle-model/ford-9-in
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  58. https://www.jericoperformance.com/4speed.html
  59. https://www.speedwaymotors.com/shop/dirt-late-model-transmissions~65926-2-2-1-20-345
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  81. https://www.apcracingseries.com/about
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  84. https://latemodelracingwa.com.au/history/australian-title
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  86. https://www.southernsuperseries.com/
  87. https://www.5flagsspeedway.com/press/2017/article/101308
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