I may be wrong but I believe that it is the class promoter who decides things like tyres, carb, airbox, exhaust etc. The MSA, as the governing body, approves these regulations and then enforces them. Graham will know more about the powers of the MSA and ABKC but often they take the flack when it is the class promoter who makes the changes. Having `open' tyres might not save money as you could find that different brands work better at different tracks and so the `richer' drivers or teams would gain an advantage from testing to find the best ones. One idea might be to restrict the number of chassis and engines allowed in a season but then you have to find a way to allow for the driver who is out every weekend compared to the once per month driver. Even with a national database for tyres, do you have to record the number of laps completed at every meeting? If not a driver could book for a meeting, do the first heat and then go home but have it count as a full meeting. I am noit trying to knock your ideas but just point out some potential difficulties. With the Max series it looks as if they failed to apply for a permit in time. If you then bend the rules for that series why not allow late changes for all sorts of things? From your post it looks as if there is a track that could have benefited from having the Max Series but were they invited?Most of the clubs on the calender are not struggling for numbers so why did the organisers not take the opportunity to try and go to clubs that needed bigger grids - maybe they did?
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