The conceived format included three heads-up categories to be complimented with five Index divisions. The heads-up classes would consist of eight-car qualified fields to enable the 150-minute show format, offering racer seventy-five minutes between rounds. The Eliminator categories were pure and simple. Super Street Eliminator would include vehicles with slicks no wider than 10.5 inches. Drag Radial competitors would use any D.O.T.-approved tire with a width no greater than thirteen inches. Since this was a spectator-based concept, neither class would be permitted wheelie bars. Beyond those basic restrictions, absolutely any powerplant in any production passenger car would be permitted. The final division, Outlaw Eliminator, was just that…run what ya brung, period. While SS and DR were to be contested on the quarter-mile, Outlaw Eliminator would be an eighth-mile contest in the interest of reliability and lack of potential oildowns. Every class would utilize a Pro Start Christmas Tree even including the slowest Index divisions.

The Index classes reflected the origin of bracket racing with one-second increments from ten to fourteen seconds. Like SS, DR and Outlaw Eliminators, no rules were imposed on the Index divisions other than basic NHRA Technical Inspection requirements although electronic driving aids, (I.e., “delay boxes“ and “throttle stops“), were banned. One concession was made to present a consistent display of side-by-side drag racing for the paying fan. Taking a page from the late, great Jim Tice’s American Hot Rod Association regulation book, a “Break Rule” was placed in effect for the SS, DR and Outlaw divisions. If the winner of any elimination round was unable to return, the loser would be reinstated in competition. As Tice knew well, the object of putting on a show was always to give the fans a pair of race cars going down the track. With reliability always a concern in the current crop of heads-up machines, the “Break Rule” ensured the fans of a race whenever possible.

As for contestant fees, an early announcement for the series promised racers that “it won’t pay much but it won’t cost much, either”. Entry fees ranged from $20, (the 14.0 and 13.0 Index classes), to $45, (for Outlaw Eliminator), with GIR keeping $20 from each entry and the rest going into a purse representing a 70%-30% split between the winner and runner-up in each class. The 13.0 and 14.0 Index classes would race strictly for finalist trophies. Most importantly, spectator admission would be a flat $10 with children under twelve years admitted free.
Along the way, the GIR team came up with a title for the event. The Outlaw All Stars name may seem cliché but actually reflected the program’s concept in that there would be no major rules and the local drivers would be the attractions. Interestingly, GIR had no advertising budget for the Outlaw All Stars but details of the event were posted on over fifty regional racing niche websites on a regular basis. However, the conversations raised on the InterNet quickly drew interest from local sponsors. In a matter of weeks, event title rights were requested by the area’s best-known speed retail outlet, Wise Speed Shop. Days later, Bill Silva of Silva Bullet Motorsports, John Wellencamp of Morrow Brothers Ford in Greenfield, Illinois, and Hollowell Racing Chassis had all posted cash performance awards.

The Saturday event would begin at 3 PM with the first of two qualifying sessions for SS, DR and Outlaw followed by the first of two timed trials for the Index competitors. Eliminations would begin promptly at 7:30 PM and the finals were scheduled to be completed at 10 PM. The week of the event featured a consistent forecast of rain but, on race day, the sun shone brightly despite unseasonably cold weather.
Yet, even with the chilly weather, the fans and the racers fully supported the new concept. The SS and DR drivers produced smoky over-the-starting line burnouts, (heavily encouraged before the event started), and plenty of wheels-up action. Outrageous combinations abounded as aptly illustrated in this report’s lead image by the thundering burnout from Tim Gehrs’ incredible street-driven supercharged Oldsmobile-powered ‘82 Cutlass Super Street entry. When it became apparent that GIR’s efficient crew could run the Index entries at a record pace, the planned maximum of two timed runs became double that number. The Outlaw Eliminator entry list featured some of the best-known area Pro Modifieds and, much to the shock of fans and the GIR staff, the show included a stunning track record speed by Cody Barklage’s Lucas Oil-sponsored supercharged ‘67 Firebird on a brilliant 3.84-second, 198.79 mph eighth-mile blast. Eliminations started precisely at 7:30 PM and the last final round went down the track at 9:50 PM. The pit area held products of every manufacturer imaginable and plenty of new faces. In fact, only a handful of the Index racers were regular GIR bracket competitors.

The event’s true success, however, was measured by the enjoyment of those who took part. Throughout the event, (and especially at its conclusion), there were no complaints about rules, procedure, direction or even the purses. In fact, there were no complaints at all. Instead, virtually every fan or driver who chose to comment simply said, “We had a blast! When’s the next one?”

Based on the success of the first effort, it was officially announced at the race there will be another Outlaw All Stars event in the near future. Gateway International Raceway certainly didn’t invent heads-up drag racing and they aren’t the first racetrack to address the current economic concerns. However, by infusing the excitement now surrounding heads-up competition with a format which again makes the local drivers the stars while maintaining the enthusiasm of “racing for racing’s sake”, the GIR staff may have stumbled on a return to drag racing’s original allure.