In late February, the Trans-Am Series kicked off its campaign at Florida’s Sebring Int’l Raceway with 47 names on the entry list for the series’ TA2 class.
That lofty number came on the heels of a record 54 cars that looked to take part in TA2 during last season’s finale at Circuit of The Americas in Austin, Texas.
Those numbers are not outliers. Rather, they represent the consistent popularity of the class that was built for cost-effective road racing, utilizing muscle cars from the Big Three auto manufacturers.
While the entirety of Trans-Am has undergone a resurgence of late, TA2 perhaps best represents the legacy of the series, which traces its roots to the pony car wars of the late 1960s and ’70s. The TA2 format is a cost-controlled option as compared to the headlining, more open and high-horsepower TA cars.
Rafa Matos is a two-time champion in the Trans-Am TA2 class. (Chris Clark photo)
However, TA2 and its approximately 500-horsepower, fuel-injected racers isn’t an undercard. On the contrary, the class’ popularity allows it to hold standalone races on an event weekend, as opposed to taking part in the multi-class race format conducted for all other entrants.
Each entry list in the newly christened Big Machine Vodka SPIKED Coolers TA2 class features established professional drivers, young upstarts looking to climb the racing ladder and amateur privateers piloting late-model Ford Mustangs, Chevrolet Camaros and Dodge Challengers.
The result is a variety of agendas in the paddock for each 100-mile affair, but yet a sense of camaraderie sometimes lacking in today’s racing world.
“Somehow, some way it works,” said John Clagett, president and CEO of the Miami-based Trans-Am Race Co. “Trans-Am as a series has always had a DNA of a very friendly place. … There’s great competition but they’re also friends to one another.”
Clagett has been involved with the series in a variety of roles since 1984. Interestingly, he says there was no real plan for TA2 to evolve into the powerhouse it’s become. Instead, the class was born nearly a decade-and-a-half ago when the previous incarnation of ASA stock cars ended their lifecycle.
The early days of the class primarily featured those types of stock cars, along with a few road-racing Camaros. Soon, Clagett and his team reached out to chassis builders interested in building dedicated TA2 muscle cars, and today, Howe Racing Enterprises, Mike Cope Racing Enterprises and M1 Racecars are the three approved chassis builders.
Likewise, the series also utilizes a variety of approved engine builders, which means there is still room for individualism and creativity within the rules package. Recently, a popular GM LS3-based mill known as a Choice Engine has brought heretofore unavailable affordability and longevity under the hood.
A variety of other parts are price-capped and each car rides on efficient Pirelli tires. Renowned technical inspector Ricky Brooks also brings his notoriously tough, but fair eye to ensure each competitor is on level playing ground.
“One thing that I think we can be very proud of in TA2 is we put all those measures in place to keep (costs) under control even though it’s immensely popular,” Clagett said.
Some of that popularity stems from NASCAR’s increased focus on road racing in recent years. First, drivers began testing TA2 cars to get a feel for a similar setup as a Cup Series or Xfinity Series car without a variety of driver-assist functions or massive downforce like might be found in sports car racing.
Then, teams and drivers alike began to realize the competition element also benefited their race craft of turning left and right.
Those rising stars join a collection of professional racers and talented privateers on each TA2 grid.
“It takes a very good race car driver to not be intimidated by a TA2 race these days,” Clagett said. “There are over 40 (cars) and even if you’re racing for 30th position it’s a real race.”
Keyword: The Time Is Now For Trans-Am TA2