OXFORD — When it comes to hobbies, racing can be an expensive one.

For a lot of drivers, the competition fuels their passion even if it drains their wallet.

So when new rules were implemented this year for the 37th annual TD Bank 250 at Oxford Plains Speedway, it was a way to help racers manage the bottom line.

“It’s about cost cutting,” said Bill Ryan, the owner of OPS.  “We’re basically trying to keep this as affordable as we possibly can.”

Among the changes are 15-lap heat races instead of 20 laps. There is an eight-tire limit instead of 10 tires. There will also be a change under caution in which teams won’t lose a lap like they did before if they can’t execute a pit stop fast enough.

They’re subtle changes that many race fans might not even notice. They may not even have an impact on the eventual winner Sunday night.

“The guys that are really serious to win will do a pit stop and not lose  a lap no matter what the rule is,” said Ricky Rolfe, of Albany Township.

Still, drivers have differing opinions about the changes.

“Some of the guys I talked to don’t like the tire rule,” said Rolfe. “They wish it was at least two more tires. 10 tires is perfect for this race. Eight is borderline if you have to go through all the qualifying races.”

Shawn Martin, of Turner, says it could change drivers’ strategy. Racers will not only have to save on the tires during the heat races but will have fewer to use during the race. That might mean a driver hoping to add to fresh tires late in the race for an added burst might not have that option.

“I think it changes strategy quite a bit,” said Martin. “It changes the game a little bit.”

Canton’s Travis Adams says the extra two tires he normally would have had were “oddball tires.” So, he said, it wasn’t a significant loss.

“If they allowed us to bring 24 race tires, there’d be guys buying 24 race tires,” said Adams. “So, it’s good to pick a number.”

Ryan says it is a change to make the race more affordable but also more attractive to drivers.

“Racers get intimidated when other guys have a million tires,” said Ryan. “You can’t use 100 tires, but if that guy’s got 100 tires, I’m not even going to enter.

“To make it eight for the race, it’s a smaller amount,” he continued. “They can make it work and make it last and they can save a couple hundred bucks. It’s also the perception of not being at a disadvantage and that you can go out there and compete with those that have the big money.”

The change in the pit rule is also an effort to limit costs while also making the race an attractive event for driver’s with low funds and operations.

The old rule made it neccessary to follow the pace car to the pit entrance. Drivers could not pass the pace car until reaching their stall. They’d have to get the car serviced and back out of pit row and rejoin the field quickly to avoid going a lap down. With the pace car circling the track in a span of 45-seconds, teams had to work fast.

“These guys don’t do pit stops week in and week out,” said Ryan. “Guys may feel they’ve got to go out and hire pit crews. There’s a cost involved in that and there’s a psychology involved in that too because teams will say, ‘Well, I can’t compete.'”

The change allows pit crews to feel less pressured. That allows them to get the job done right and safely.

“I think not losing a lap under caution is a great rule,” said Martin. “It keeps everybody safe at the end of the night. You want all the guys to go home safe. It’s all about having fun but if guys are getting hurt, that’s not fun. You still want to be good and you still want to be fast, but you don’t have to rush it too much.”

The criticism of this change is that it takes the effectiveness of pit crews out of the equation.

“I always like it that my crew was a bigger part of the race,” said Rolfe. “You come in and change four tires and beat the pace car out. That’s what the history of this race has been — pit strategy. “

It takes away the advantage of the bigger operations that have pit crews and levels the playing field for the low budget drivers, who bring in a few buddies to help in the pits. That can be a good or bad change, depending on the quality of your crew.

“It takes pressure off the crews, and that’s where you win or lose a race if the crew makes a mistake,” said Rolfe. “In years past if you lose a lap, you’d be done.”

While it might take away strategy in the pits in one way, it adds it at the same time. Now a racer can pit and take a little more time for more substantial changes.  It could allow drivers to stay on the same lap and improve the performance of their car at the same time.

“Not going down on the caution, you’re going to be able to make adjustements on the car,” said Adams. “That’s something we’ve never been able to do in the 250.”

Ryan says that when the change was made for the 250 to race Late Models instead of Pro Stocks, it was an effort to limit costs and keep the race thriving. The number of Pro Stocks were dwindling. So going to Late Models was an effort to maintain viable conditions for the 250. These changes, he says,  are along that same thought process.

While there are high-profile names attracted to the race, there are still the local drivers and small operations lured by the prestige, payout and the opportunity to show up, qualify and compete.

“That mix of all the guys from everywhere is what this race has always been about,” said Ryan. “That’s what we’re trying to maintain, and it’s not easy to maintain.”

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