Circuit Racing

Any driver who spins or leaves the track surface with all four wheels shall immediately pit and speak to an Event Official. Failure to pit will result in a Black Flag. The Safety Steward reserves the right to Black Flag and speak with a driver for any other on-track issues (i.e. repeated instances of putting two wheels off the track surface, improper passing). The Event Lead reserves the right to exclude any driver from the event for unsafe vehicle operation on, or off, track. 

At an event all participants must bring their completed Pre-Event Tech Inspection Form to the event. All participants must have their car inspected at the event prior to being allowed on the track. Tech Inspection includes but is not limited to:

• Convertibles with roll bars - convertible tops must be fully down or fully up and fastened.
• Sunroofs must be closed securely.
• T-Tops removed.
• Operational brake lights are required on all cars.
• Restraints must be the same for driver and passenger. The stock 3-point seatbelt is acceptable. If a person chooses to put in a multi-point harness, they must do so for both seats. Drivers cannot use a harness unless there is an equal one for the passenger.
• For participants with an instructor – the front passenger seat must be equivalent to that of the driver. Only the Safety Steward prior to the event may waive this requirement.
• Any car that is found to be unsafe during the event must have those problems corrected before continuing.
• All loose items inside and outside the car must be removed including the driver’s floor mat. The passenger seat back and cushion must be secured.
• All Roll-Bars or Cages should be sufficiently padded with proper materials in any location where an occupant’s helmet could contact the roll structure. The “equal protection for driver and instructor” rule applies here.

• All on-track participants must wear at minimum shirts (short-sleeve acceptable), long pants or shorts, and closed footwear covering the entire foot with non-slip soles while on course. We STRONGLY recommend materials that are non-reactive to heat (i.e. Cotton is preferred over synthetic).
• Helmets with a minimum Snell K, M or SA 2015 (2020 preferred in most places) rating are required. Helmets with only a DOT rating are not permitted. Please refer to the event organizers rules for specifics on other helmet certifications (ex: SFI or FIA) that may be used. Participants are responsible for providing their own helmets – although some organizations may offer "loaners" or "rentals" for entrants.
• All drivers of open cars must wear eye protection, shield, goggles or similar face protection made of impact resistant materials.

The roll cage consists of the main hoop, front hoop, side protection, and braces as specified in these rules.

• The main hoop (behind the driver) must be the full width of the cockpit for all cars. It must be one continuous length of tubing with smooth bends and no evidence of crimping or wall failure. The main hoop must maintain a single plane.
• On all closed cars, the main hoop must be as close as possible to the roof and “B” pillars.
• Open cars without the windshield frame may use an asymmetric main hoop. The main hoop must be full width to the passenger side of the car. On the passenger side of the car the hoop must be at least as high as the top of the rear corner of the door.
• The main hoop must be high enough that a straight line drawn from the top of the main hoop to the top of the front hoop would pass over the driver’s helmet and steering wheel when the driver is seated in the normal driving position. Additionally, the top of the main hoop must be at least 2 inches above the driver’s helmet.
• On open cars retaining the windshield frame the main hoop must be full height for the entire width of the hoop. The top of the main hoop must be at least 2 inches above the driver’s helmet.

Main Hoop Bracing

• Main hoops shall incorporate a diagonal brace. The brace shall either be in the plane of the main hoop, or extend from the top of one rear brace to the bottom of
  the opposite rear brace. Automobiles with mid mounted engines can have the lower mounting point attach to the frame of the automobile within six inches of the main hoop. In the case of braces in the plane of the main hoop, the brace must span at least 50% of the width of the main hoop, and at least 75% of the height of the main hoop.
• Cars must incorporate a main hoop horizontal brace at the approximate level of the driver’s shoulders but not lower than the shoulder belt mounting point.

Driver’s Restraint Systems.

• If a double-diagonal “X” brace is used in the plane of the main hoop, a half-width horizontal brace may be used behind the driver’s seat to mount the seat back and shoulder harness.
• Cars must have 2 braces extending to the rear from the main hoop and attaching to the frame or chassis. Braces must be attached as near as possible to the top of the main hoop (not more than 6 inches below the top), and at an included angle of at least 30 degrees.
• Open cars must have 2 braces extending forward from the main hoop and attaching to the front hoop, not more than 6 inches below the top of the front and main hoop. It is recommended that the front and rear braces attach to the main hoop as close as possible to each other.
• On cars where the rear window/bulkhead prohibits the installation of rear braces (e.g. Honda del Sol), the main hoop shall be attached to the body by plates welded to the cage and bolted to the stock shoulder harness mounting points. This installation design must incorporate a diagonal bar connecting the top of the main hoop to the lower front passenger side mounting point (Petty Bar). Alternatively, the rear window may be removed and a clear, lexan replacement installed. The rear cage braces may pass through this replacement window and through the engine cover or bodywork to allow connection to the frame or unibody.

Front Hoop / Front Hoop Bracing

• Roll cages may be of two designs, low front hoop or high front hoop. All closed top cars and cars that retain the windshield frame must have a high front hoop design. Open cars may incorporate a high or low front hoop design. High front hoop are also referred to as side hoops.
• Closed cars: The front hoop (side hoop) must follow the line of the A-pillars to the top of the windshield and be connected by horizontal bars to the top of the main hoop on each side (as close to the roof as possible). Instead of a single front hoop, two side hoops (down tubes) may be used. Alternatively, a top “halo” hoop following the roof line from the main hoop to the windshield with forward down tubes following the A-pillars to the floor may be used. Regardless of which one of the two approved tubing configurations there shall be a tube connecting the two A-pillar tubes at the top of the windshield.
• Open cars: The height of the front hoop must be consistent across the full width of the cockpit.
• Front Hoop Bracing: All open cars with a high front hoop and all closed cars except those competing in the T4, Improved Touring, Spec Miata, and B-Spec classes must incorporate a horizontal front hoop brace at the approximate level of the dashboard. It is recommended that cars competing in T4, Improved Touring, and Spec Miata classes also have the front hoop brace.
• One tube must extend, from each front down tube, forward to the firewall or through the firewall except in vehicles in Improved Touring, Spec Miata, Touring, and B-Spec. This tube, one on each side, must connect to the chassis at a point not more than 12 inches forward of the front axle centerline.
• Cars competing in Improved Touring, Spec Miata, Touring, and B-Spec may extend one tube, from each front down tube, forward to the firewall, bulkhead or wheel well, but not penetrating any panel.

Side Protection

• Two side tubes connecting the front and main hoops across both door openings are mandatory. Tubes that are welded to any part of the same mounting plate are considered to be connected to one another. NASCAR-style side protection or one bar bisecting another to form an “X” is permitted. Door side tubes may extend into the front door. In Improved Touring, Spec Miata, Touring, and B-Spec the door window glass, window operating mechanism, inner door trim panel, armrest, map pockets, wiring harnesses
  for door locks, windows, power mirrors, seat wiring, etc., and inside door latch/lock operating mechanism may be removed and the inner door structural panel may be modified, but not removed only if the door bars extend into the door cavity. The stock outside door latch/lock operating mechanism shall not be removed or modified unless specifically authorized in the category rules. All categories except Production and GT shall not remove or modify stock side impact beams unless specifically authorized.

Roll Cage Attaching Points

• Improved Touring, Spec Miata, B-Spec, T2, T3 and T4 classes –The roll cage must attach to the vehicle structure within the passenger compartment in a minimum of 6 points and a maximum of 8 points, maximum of 12 points for T2, as specified in these rules. Roll cage may not pass through any structural member, including the firewall, except Miata rear main hoop braces may pass through the package tray.
• All other classes–There is no limit on cage attachment points. The roll cage shall be integrated into the frame or chassis.
• Mounting Plates: Mounting plates welded to the structure of the car shall not be less than .080 inches thick and no more than 0.25 inches thick. The maximum area of each mounting plate in the Improved Touring, Spec Miata, and Touring classes shall be 144 square inches. Plates may be on multiple planes but shall not be greater than 15 inches on any side. The thickness of mounting plates bolted or riveted to the structure of the car must not be less than the thickness of the roll hoop or brace that they attach to the chassis, and  must be backed up with a plate of equal size and thickness on the opposite side of the chassis panel. The maximum area of each mounting plate must be 144 square inches. Plates may be on multiple planes but shall not be greater than 15 inches on any side.
• Fasteners for bolted or riveted mounting plates must be Grade 5/Metric 8.8 or better with a minimum diameter of 5/16”.

Tubing

• Seamless or DOM mild steel tubing (SAE 1020 or 1025 recommended) or alloy steel tubing (SAE 4130 or T45) , or Docol R8 tubing must be used for all roll cage structures. Alloy and mild steel tubing may not be mixed. ERW tubing is not allowed. The following demonstrates the minimum allowed tubing outer diameter and wall thickness by vehicle weight: Vehicle Weight Tubing Size (inches) [(outer diameter x wall thickness)] -- Up to 1700 lbs [1.375 x .080]; 1701 - 2699 lbs [1.500 x .095] or [1.625 x .080]; 2700 lbs and up [1.50 x .120] or [1.750 x .095] or [2.00 x .080]
• For purposes of determining tubing sizes, the vehicle weight is as raced without driver, fuel and ballast. The minus tolerance for wall thickness should not be less than .010” below the nominal thickness.
• The required tubing elements must meet the material minimums set forth above. Optional tubing elements may be any size.
• The minus variance of tubing wall thickness due to manufacturing tolerances is limited to .010 inch.
• Either an inspection hole between 3/16 and 1/4 inch diameter must be drilled in a non-critical area of the front and rear hoops, as well as one of the supplemental braces to facilitate verification of wall thickness; or alternatively, wall thickness may be determined by non-invasive means and noted in the logbook as inspected by such means.

Basic Design Considerations

• All portions of the roll cage subject to contact by the driver must be padded with a minimum 1 inch of material. Padding that meets or exceeds SFI 45.1 or FIA 8857-2001 (curved padding), or SFI 45.2 or FIA sports car head rest material (flat padding) specification is recommended.
• No portion of the roll cage may have an aerodynamic effect by creating a vertical force.
• The radius of all bends in the roll cage (measured at centerline of tubing) must not be less than 3 times the diameter of the tubing.
• It is recommended that all joints of the roll cage be welded. All welding must include full penetration, no cold lap, no surface porosity, no crater porosity, no cracks, no whiskers, and so forth.
• Welds shall be continuous around the entire tubular structure. Procedures for welding alloy steel shall be in accordance with accepted industry practice. It is recommended that a certified AWS D1.1 welder do all welding.
• It is recommended that gussets be used at all joints. In Improved Touring, and Spec Miata a maximum of 2 gussets per joint are allowed and must be no thicker than .125”.
• Any number of additional tube elements is permitted within the boundaries of the cage structure.
• Such tube elements may pass through any mandatory or optional bulkhead or panel separating the driver/passenger compartment from the trunk/cargo area/fuel tank/fuel cell area provided the bulkhead is sealed around such tube elements.
• Removable roll cage bracing is acceptable in one of the following configurations: If one tube fits inside another tube to facilitate removal, the removable portion must fit tightly and must bottom by design, and at least 2 bolts must be used to secure each joint. The telescoping section must be at least 8 inches long. The minimum bolt diameter is 3/8 inch. Removable bracing may incorporate connectors of the double-lug, double ear-type, tapered, or muff-type. The double-lug type must include a doubler, gusset, or capping arrangement to avoid distortion or excessive strain.

Manufacturer Supplied/FIA/MSA Homologated Roll Cages

• Cars may compete with FIA or FIA-Approved Test Houses homologated cages provided the cage was built by the manufacturer or a manufacturer designated shop/team and approved for use. Cars must have the FIA identification plate attached to the cage along with a letter from SCCA Technical Services certifying the origins of the car, or confirmation that the cage was certified by an FIA-Approved Test House.
• Cars may compete with an approved MSA (Motor Sports Association UK) Roll Over Protection System Certificate. All related engineering drawings and documents shall be submitted to SCCA Technical Services. Cars must have MSA identification plate attached to the cage along with a letter from SCCA Technical Services certifying the cage was approved by the MSA.

All Formula and Sports Racing automobiles are required to have full roll cages. Cage may be of two designs, low front hoop (top of steering wheel) or high front hoop (equal to rear hoop) but with no diagonal brace. 2 seat Sports Racing cars shall have full cockpit width cages. All tube frame automobiles shall have both front and rear hoops formed of tubing. On automobiles of full monocoque construction, a fabricated sheet metal front hoop structure may be approved upon specific application to the SCCA. Closed cockpit
Sports Racing car cages may be constructed in accordance with see ROLL CAGES FOR GT AND PRODUCTION BASED CARS section.

Main Hoop

• The minimum bend radius shall not be less than 3 times the tube diameter measured from the tube centerline. The main hoop shall not be less than 2 inches above the driver’s helmet, seated normally and restrained by seat belt/shoulder harness. A straight line drawn from the top of the main hoop to the top of the front hoop shall pass over the driver’s helmet. On Formula cars and single seat Sports Racing cars the vertical members of the main hoop shall not be less than 15 inches apart (inside dimension) at their attachment to the chassis. If the hoop does not go to the belly pan, proper gussets and tube triangulation shall be used under its attachment. On monocoque chassis the main hoop shall be welded to mounting plates not less than .080” thick. It is important that these plates be attached to the chassis in such a way as to spread the loads over a wide area. There shall be a plate of equal thickness on the inside of the monocoque with solid rivets or bolts (5/16” minimum bolt diameter) through the non-ferrous metal and/or composite material.

Front Hoop

• Low front hoops must be no lower than the top of the steering wheel. It is recommended the hoop extend to the belly pan. If not, it shall be attached to the chassis with gussets and triangulation in order to spread the loads. In automobiles of full height (top of the steering wheel) monocoque or composite construction, a steel cap plate, not less than .080” thick must be attached as a rub block.

Roll Cage Bracing

• • The main hoop must have 2 forward braces extending from the hoop and attached to the frame, monocoque, or front hoop. Braces must be attached as near as possible to the top of the hoop but must not be more than 6 inches below the top and at an included angle of at least 30 degrees. If these braces do not extend to the front hoop, an additional brace or gusset (14 gauge - .078” minimum thickness) must be installed between the lower frame rail and the upper frame rail at the point of attachment of the forward hoop brace. If these braces do not extend to the front hoop, an additional brace or gusset must be installed at the point of attachment to the main rear hoop or lower frame rail or other major frame member in such a manner as to reinforce the attachment point to help prevent collapse of the frame rail at the point of attachment. These tubes shall be 1”
    x .080” minimum and gussets shall be 14 gauge - .078” minimum thickness. Two (2) seat Sports Racing cars with full width main hoops must incorporate a lateral brace to
    prevent lateral distortion of the of the hoop (See figure 12). All bracing on full width cages must be the same diameter and wall thickness as the main hoop. Formula and single seat Sports Racing cars under 1500 lbs. may use bracing with a minimum dimension of 1.0” diameter by .080” wall thickness or Chromoly 4130 , or Docol R8 tubing 1.0” diameter by .065” wall thickness. F500 cars up to 875 pounds may use 1020 DOM mild steel roll cage bracing with a 1.0” diameter by .065 wall thickness. Braces attached to monocoque chassis must be welded to plates not less than .080” thick and backed up on the inner side by plates of equal thickness using bolts of Grade 5/Metric 8.8 or better with 5/16” minimum diameter.
  • The front hoop must have 2 braces near its top extending forward to protect the driver’s legs. It is recommended that this bracing extend to the bulkhead in front of the driver’s feet; but in any case it must be integrated into the chassis to provide substantial support for the front hoop. Full width front hoop bracing shall be a minimum dimension of 1.0” diameter by .080” wall thickness tubing.
  • Formula and single seat Sports Racing cars under 1500 lbs., may use tubing with a minimum dimension of 1.0” diameter by 080” wall thickness or Chromoly 4130 , or Docol R8 tubing 1.0” diameter by .065” wall thickness. F500 cars up to 875 pounds may use 1020 DOM mild steel roll cage bracing with a 1.0” diameter by .065 wall thickness. When monocoque construction is used as bracing for the front hoop, it must be approved on an individual basis. If a high front hoop is used, it must be similar in shape to the rear hoop and have two horizontal tubes connecting the top of the front hoop to the top of the main hoop. The bracing for the main hoop remains the same.
  • Removable bracing must incorporate connectors of the double-lug, tapered, or muff-type. The double-lug type must include a doubler, gusset, or capping arrangement
    so as to avoid distortion or excessive strain caused by welding.
  • Composite Chassis Safety Structures: The basic purpose of safety structures is to protect the driver. This purpose is the primary design consideration. All cars must have at least 2 roll over structures, but the use of titanium is prohibited. The first roll over structure must be in front of the steering wheel, not more than 25cm forward of the steering wheel rim, and at least as high as the top of the steering wheel rim. The second roll over structure must not be less than 50cm behind the first. It must be high enough for a line extending from the top of the front structure to the top of the rear structure to pass over the driver’s helmet when he is seated normally in the car with his helmet on and the seat belt fastened. This second structure behind the seat must be symmetrical about the lengthwise centerline of the car and comply with the following dimensions: The top of the roll bar must be at least 2 inches (5cm) above the driver’s helmet when the driver is seated in a normal driving position. No second roll structure on a composite chassis will be considered unless it contains a main hoop having a minimum tubing size of 1.375” x .080” wall thickness. Supplemental braces must have a minimum tubing size of 1.00” x .080” wall thickness. The roll bar must be capable of withstanding the following stress loading applied simultaneously to the top of the roll bar: 1.5 (X) laterally, 5.5 (X) longitudinally in either direction, 7.5 (X) vertically, where (X) = the minimum weight of the car. The induced loads must be carried over into the primary structure of the chassis.
  • The ability of the roll bar to bear and distribute the load through the chassis must be demonstrated satisfactorily in test conditions to the SCCA. In conjunction with SCCA, manufacturers of cars utilizing carbon fiber composite survival cell construction will be required to designate repair locations capable of proper evaluation and damage repair. In the event of damage to the chassis, repairs can only be made at these locations.

Basic Design Considerations

• The basic purpose of the roll cage is to protect the driver if the car turns over, runs into an obstacle such as a guardrail or catch fence, or is struck by another car. It shall be designed to withstand compression forces from the weight of the car coming down on the rollover structure and to take fore/aft and lateral loads resulting from the car skidding along on its rollover structure.
• No portion of the safety roll cage shall have an aerodynamic effect by creating a vertical thrust.
• Roll cage or chassis design shall prevent engine intrusion into the driver compartment.
• Material: Seamless, or DOM (Drawn Over Mandrel) mild steel tubing (SAE 1010, 1020, 1025) or equivalent, or alloy steel tubing (SAE, 4130 or T45), or Docol R8 tubing shall be used for all roll cage structures. Proof of use of alloy steel is the responsibility of the entrant.
• Minimum tubing sizes for all required roll cage elements (All dimensions in inches): Vehicle Weight Tubing Size (inches) [(outer diameter x wall thickness)] = Up to 1700 lbs. [1.375 x 0.080]; 1701-2699 lbs. [1.50 x 0.095] or [1.625 x 0.080]; Over 2699 lbs. [1.50 x .120] or [1.75 x 0.095] or [2.00 x .080].
• For purposes of determining tubing sizes, the vehicle weight is as raced without driver, fuel and ballast. The minus tolerance for wall thickness should not be less than .010” below the nominal thickness.
• Either an inspection hole at least 3/16 inch diameter, but no greater than 1/4 inch diameter shall be drilled in a non-critical area of the front and rear hoop as well as the one of the supplemental braces to facilitate verification of wall thickness; or alternatively, wall thickness may be determined by non-invasive means and noted in the logbook as inspected by such means. Formula Cars and Sports Racing cars with alternate roll structures are not required to have inspection holes, the wall thickness will be indicated on the back of the homologation certificate.
• One continuous length of tubing shall be used for the main hoop member with smooth continuous bends and no evidence of crimping or wall failure. The radius of bends in the roll cage hoop (measured at centerline of tubing) shall not be less than 3 times the diameter of the tubing. Whenever possible, the roll cage hoop should start from the floor of the car, and, in the case of tube frame construction, be attached to the chassis tubes by means of gussets or sheet metal webs with support tubes beneath the joints to distribute the loads. It is recommended that gussets be used.
• All welding must include full penetration, no cold lap, no surface porosity, no crater porosity, no cracks, no whiskers, and so forth. Welds shall be continuous around the entire tubular structure. Procedures for welding alloy steel shall be in accordance with accepted industry practice. It is recommended that a certified AWS D1.1 welder do all welding.
• Aluminum bronze or silicon bronze welding technique is permitted, but extreme care shall be used in preparation of parts before bronze welding and in the design of the attaching joints.
• Forward braces and portions of the main hoop subject to contact by the driver’s helmet (as seated normally and restrained by seatbelt/shoulder harness) shall be padded with a non-resilient material with a minimum thickness of 1/2 inch. Padding meeting SFI spec 45.1 or FIA 8857-2001 is strongly recommended.
• Cars may compete with FIA homologated cages provided the cage was built by the manufacturer or a manufacturer-designated shop/team and approved for use.
• Single seat cars may compete with an approved MSA (Motor Sports Association UK) National Single Seater Roll Structure Certificate. All related engineering drawings and documents shall be submitted to SCCA Technical Services with the homologation request. SCCA homologation will only be approved for designs that incorporate a main hoop having a minimum tubing size of 34mm x 2mm wall thickness.

Exceptions for Formula Cars and Sports Racing cars

• If it is accompanied by engineering specifications signed by a registered engineer stating that the design meets the stress loading requirements below. No alternate roll hoop will be considered unless it contains a main hoop having a minimum tubing size of 1.375” x .080” wall thickness. The roll bar must be capable of withstanding the following stress loading applied simultaneously to the top of the roll bar: 1.5 (X) laterally, 5.5 (X) longitudinally in both the fore and aft directions, and 7.5 (X) vertically, where (X) = the minimum weight of the car.

Front Impact Attenuation

• All formula cars registered or homologated with SCCA as of 1/1/1986 must have a front impact
  attenuation device meeting at least one of the following criteria: An FIA-approved front impact attenuation structure. A metallic structure, securely attached to the front bulkhead, with a minimum cross section of 200 sq cm (31 sq in.), 40 cm (15.75 in.) forward of the clutch and brake pedals (not depressed), constructed of a minimum of 18 gauge 6061-T4 or equivalent aluminum. A non-metallic composite structure, securely attached to the front bulkhead or incorporated into the nose piece, with a minimum cross section of 200 sq cm (31 sq. in.), 40 cm (15.75 in.) forward of the clutch and brake pedals (not depressed), constructed of a minimum of 6 mm stabilized (e.g., honeycomb) material with inner and outer reinforcements of a minimum of 2 5-ounce laminate material (fiberglass, carbon, Kevlar, and so on).
• Formula Vee and other formula cars using the VW sedan H-beam front suspension must satisfy the requirements of section 9.1.1.C.3.A.10 or use any of the structures.
• Formula Mazda cars may use the spec front wing support as a front crush structure, or any of the structures listed above.
• Radiators may be incorporated in impact attenuation structures.
• Composite impact attenuation structures may incorporate carbon and/or kevlar regardless of any class restrictions on materials.
• Rear impact attenuation structures are strongly recommended for all formula cars, and may incorporate the materials and/or construction techniques listed above for front impact attenuation structures.
• Pre-1986 formula cars and all Sports Racing cars are strongly urged to use front and rear impact attenuation structures, and may incorporate the materials and/or construction techniques for front impact attenuation structures listed above.

All drivers in sanctioned speed events shall utilize either a 5, 6, or 7 point restraint harness meeting the following specifications. A 7 point restraint harness is recommended. Arm restraints are required on all open cars including open Targa tops, sunroofs and T-tops. Arm restraints shall not be worn in a manner which limits the ability of the driver to provide visible signals to other competitors while on track. The restraint system installation is subject to approval of the Chief Technical Inspector.

• The shoulder harness shall be the over the shoulder type. There shall be a single release common to the seat belt and shoulder harness. When mounting belts and harnesses it is recommended that they be kept as short as reasonably possible to minimize stretch when loaded in an accident.
• The shoulder harness shall be mounted behind the driver and supported above a line drawn downward from the shoulder point at an angle of 20 degrees with the horizontal. The seat itself, or anything added only to the seat shall not be considered a suitable guide. Guides must be a part of the roll cage or a part of the car structure.
• Only separate shoulder straps are permitted. (“Y” type shoulder straps are not allowed.) “H” type configuration is allowed.
• The single anti-submarine strap of the 5 point system shall be attached to the floor structure and have a metal to metal connection with the single release common to the seat belt and shoulder harness.
• The double leg straps of the 6 point or 7 point system may be attached to the floor as above for the 5 point system or be attached to the seat belt so that the driver sits on them, passing them up between his legs and attaching either to the single release common to the seat belt and shoulder harness or attaching to the shoulder harness straps. It is also permissible for the leg straps to be secured at a point common to the seat belt attachment to the structure, passing under the driver and up between his legs to the seat belt release or shoulder harness straps. All straps shall be free to run through intermediate loops or clamps/buckles.
• Each seat (lap) and shoulder belt of the harness (5, 6, or 7 points) shall have an individual mounting point (i.e. 2 for seat belt and 2 for shoulder belt minimum). 6 or 7 point system anti-submarine straps may share a mounting point with one or both seat (lap) belt(s). The minimum acceptable bolts used in the mounting of all belts and harnesses is SAE Grade 5/Metric 8.8. Mounting hardware, including eye bolts, as provided by the belt manufacturer, may also be used for mounting belts and harnesses.

Where possible, seat belt, shoulder harness, and anti-submarine strap(s) should be mounted to the roll structure or frame of the car. Where this is not possible, large diameter mounting washers or equivalent should be used to spread the load. Bolting through aluminum floor panels, etc., is not acceptable. Holes in the roll cage to accommodate the installation of the harness must be bushed and welded completely.

• All driver restraint systems shall meet one of the following: SFI specification 16.1, 16.5, or FIA specification 8853/98, 8853-2016 or 8854/98.
• Restraint systems meeting SFI 16.1 or 16.5 shall bear a dated SFI Spec label. The certification indicated by this label shall expire on December 31st of the 5th year after the date of manufacture as indicated by the label. If for example the manufacture date is 2014 the fifth year after the date of manufacture is 2019. SFI labels, with expiration dates, expire on December 31st of the labeled expiration date.
• Restraint systems homologated to FIA specification 8853/98 and 8854/98 will have a label containing the type of harness designation (‘C-###.T/98 or D-###.T/98) and date of expiration which is the last day of the year marked. All straps in this FIA restraint system will have these labels.
• If a restraint system has more than one type of certification label, the label with the latest expiration may be used.
• Harness Threading: Assemble in accordance with manufacturers instructions. If no manufacturer instructions are given, use the methods shown in Figures 2-6.

All cars without an exposed roll bar shall have a towing eye or strap, front and rear that does not dangerously protrude from the bodywork when the car is racing, to be used for flat towing or hauling the vehicle. A removable towing eye carried inside the car is not acceptable, except in formula cars and Sports Racing cars. These towing eyes or straps shall be easily accessible without removal or manipulation of bodywork or other panels. Towing eye minimum ID 2 inches.

The required tow eyes must be strong enough to tow the car from a hazard such as a gravel trap. Front tow eye may be mounted in the driver/passenger side window openings, or any location forward of the windshield. If mounted in the driver/passenger side window openings, it must be attached to the forward roll cage down tube as close to the base of the windshield as possible. If the front tow eye is located in the side window openings there shall be one on each side of the car. Rear tow eyes must be accessible rearward of
the rear axle centerline.

In addition, for Formula and Sports Racing cars, if the main hoop is faired in, the fairing shall have access holes to allow the insertion of a bar or strap to allow the car to be lifted by a wrecker.

The driver’s seat shall be a one-piece bucket-type seat and shall be securely mounted, so as to provide fore/aft and lateral support. Passenger seat back, if a folding seat, shall be securely bolted or strapped in place. Mounting structures for racing seats may attach to the floor, cage and or center tunnel. Seat mounting points forward of the main hoop, between the center line of the car and the driver’s side door bar and rearward of the front edge of the seat bottom are not considered cage attachment points in classes with limitations on the number of attachments.

A system of head rest to prevent whiplash and rebound, and also to prevent the driver’s head from striking the underside of the main hoop shall be installed on all vehicles. Racing seats with integral headrests satisfy this requirement.

The head rest on non-integral seats shall have a minimum area of 36 square inches and be padded with a minimum of one inch thick padding. It is strongly recommended that padding meet SFI spec 45.2 or FIA Sports Car Head Rest Material. The head rest shall be capable of withstanding a force of two-hundred (200) lbs. in a rearward direction. The head rest support shall be such that it continues rearward or upward from the top edge in a way that the driver’s helmet can not hook over the pad.

All cars, except Touring, and B-Spec shall be equipped with a master switch easily accessible from outside the car. Spec Racer Fords shall be wired per RFSRII. The master switch shall be installed directly in either battery cable and shall cut all electrical circuits but not an on-board fire system. All terminals of the master switch shall be insulated to prevent shorting out. It shall be clearly marked by the international marking of a spark in a blue triangle and mounted in a standard location. Off position shall be clearly indicated at the master switch location. The standard locations shall be as follows:

• Formula and Sports Racing Cars–In proximity to the right-hand member of the roll bar, but in a location so that it cannot be operated accidentally. It can be mounted on a bracket welded to the inside of the upright member or mounted so that the operating lever or knob is outside of the body panel immediately in-board of the upright member. This is the standard location on Formula cars built to the Constructor’s Association requirements for Formula 1.
• Closed Sports Racing Cars, Production Cars, Improved Touring and GT Cars–In front of the windshield on either the cowl or on top of the fender, but close enough to the windshield to be accessible if the car is overturned. Alternatively, it may be mounted below the center of the rear window or on a bracket welded, clamped or bolted to the roll cage or dash, easily accessible through the open window. (Drilling of holes in roll cage to attach the bracket is prohibited.)
• Open Production, GT, and Improved Touring Cars–May exercise a choice among the above locations.

Inside Net

An inside net running between the main roll hoop and the dash is recommended for all production-based cars and two-seater Sports Racing cars. It is recommended that the lower strand of the net pass the shoulder and run horizontally from the cage to the dash. The upper strand should pass the Cg of the helmet in the side view. The net should run parallel to the center of the car in plain view and be as close to the seat as possible. It is recommended that the net be tensioned tightly and have a way to quickly disconnect it in case the driver needs to exit through the car in an emergency. Metal collars, or some other equivalent method, should be used to keep the strands of the net from moving along the roll cage. If possible, the recommended mounting method is to wrap the net strands around the back of the seat and attach them to the main hoop upright. However, teams should consult the net manufacturer to verify their recommended method of mounting.

Window Safety Nets

Window safety nets shall be used on the driver’s side window of all closed cars unless these are factory(OEM manufacturer) and FIA GT3/GT4 race prepared cars with fixed Lexan front door windows as noted on a Specification Line. All window nets shall meet SFI Specification 27.1., and shall bear an “SFI Spec 27.1.,Label” to that effect. Alternatively, window nets that meet the requirements of FIA J253.11 may be used. Competitors must provide proof of meeting the FIA standard, either via certification or physical measurement. (Note:
Window nets need not be dated.) The window net shall be equipped with a quick release device and when released it shall fall down, thus not having to be flipped up on the roof. Nets shall be attached to the roll cage; plastic buckles, cable ties, hose clamps, and elastic cords are not permitted. Holes in the roll cage to accommodate either support rod are unacceptable unless bushed and welded completely. Refer to figures 7 and 8, “Proper Window Net Installation,” for additional information on mounting methods. Closed cockpit
Sports Racing cars may use arm restraints in lieu of a window net. Legends Cars are not required to have window net.

All cars must be equipped with a safety fuel cell complying with these specifications, except for Touring, B-Spec, Spec Miata, Improved Touring, American Sedan restricted prep, production-based Vintage cars, and cars where the stock fuel tank is located between the axle center lines and within the main chassis structure (i.e., frame rails, etc.). Stock fuel tank must remain in its stock location, or as otherwise specified in the GCR.

All safety fuel bladders shall be constructed and certified in accordance with the FIA FT-3 or higher (FT-3.5, FT-5, etc.) or SFI 28.3 specifications. Fuel cells do not time out and have no expiration date. Alternatively, safety fuel cells shall be constructed in accordance with FIA FT-3 or higher or SFI 28.3 specifications and tested to those requirements by an independent facility as witnessed and certified by a Professional Engineer.

The results of these tests shall be submitted to the Road Racing department for inclusion on a list of approved suppliers. All safety fuel cells shall consist of a foam-filled fuel bladder enclosed in a metal container at minimum. There is no restriction of fuel cell capacity or dimensions of the fuel cell, except where otherwise specified. The installation of more than one cell is permitted.

Installation

• Internal body panels may be modified to accommodate the installation of fuel cells as long as modifications serve no other purpose. If installation includes encroachment into the driver’s compartment, a metal bulkhead must prevent exposure of the driver to the fuel cell. The fuel cell must not be installed any closer to the
  ground than 6 inches, unless enclosed within the bodywork or OEM floor pan.
• There must be a metal bulkhead between the driver/passenger compartment and the compartment containing the fuel cell. This includes fuel cells that are flush mounted with driver/passenger compartment panels or otherwise exposed to the driver/passenger compartment.
• Fuel cells must be located within 12 inches of the standard tank. The 12 inch measurement is taken from the perimeter of the stock and alternative fuel cell. Fuel filler location is unrestricted with installation of a safety fuel cell.

Container

• GT and Production Category - The bladder shall be installed in a container of .036 inch steel, or .059 inch aluminum that fully
  surrounds the bladder. Sports Racing Category and Formula Cars - The fuel bladder shall be completely surrounded by a container (which may also be a part of the
  structure or bodywork of the car) to ensure rigid and secure mounting of the bladder and provide additional protection. A minimum of .036 inch steel, .059 inch aluminum, or an approved equivalent is required for all vehicles.

Filler Cap and Vents

• A positive locking fuel filler cap (no Monza/flip type) shall be used. Fuel pickup openings and lines, breather vents, and fuel filler lines shall be designed and installed so that if the car is partially or totally inverted, fuel shall not escape. Fuel filler necks, caps, or lids shall not protrude beyond the bodywork of the car. If the fuel filler cap is located directly on the fuel cell, a check valve is not required, provided the filler cap is a positive locking type and does not use an unchecked breather opening. If the filler cap is not located on the fuel cell, a check valve must be installed on the fuel cell to prevent fuel from escaping if the cap and filler neck are torn from the tank.
• Fuel cell breathers, unless otherwise noted, shall vent outside the car. In Formula and Sports Racing cars, fuel cell breathers shall vent outside the cockpit and away from the exhaust but need not vent outside the car.
• Factory installed gas tank evaporative emission control devices must be removed from all Production and GT Category cars. Fuel cell vents must not discharge into the driver/passenger compartments, even if installed that way by the manufacturer. The fuel system cannot vent through the roll bar/roll cage structure.

Rotary Molded Cell

• The use of rotary molded fuel cells not having a bladder, or not contained in a metal can, is allowable in those cars that do not require the use of a fuel cell, but where they are an allowed option.

Fuel Tank Filler Doors

• On vehicles where a stock fuel tank is allowed, the unleaded fuel filler trap door and restrictor plate in the filler neck may be removed.

All cars shall be equipped with an On-Board Fire System except T3, T4, STL, Spec Miata, B-Spec, and Improved Touring.

On-Board Fire System Requirements
Cars registered after 1/1/09 shall comply with the following onboard fire system requirements:

• • Systems certified to SFI specification 17.1 or 17.2, or • Those listed by the FIA on Technical List No. 16
  • The following information must be visible of the unit: Certification label, Capacity, Type of extinguishing agent, Weight, or volume, of the extinguishing agent,
  • The following is acceptable for cars registered before 1/1/09: On-board fire systems shall use Halon 1301 or 1211, with a five pound minimum capacity (by weight). Alternatively, on-board fire systems may use AFFF or equivalent surfactant foam material, 2.25 liter minimum capacity (by volume). All AFFF fire system bottles, except non-pressurized AFFF systems with CO2 propellant, shall incorporate a functional pressure gauge and shall be marked with the manufacturer’s recommended “filled weight.” CO2 cartridge propellant fire extinguishing systems are permitted provided that the seal of the manufacturer specified CO2 cartridge is not punctured and the fire bottle is equal to the weight specified by the system manufacturer.

  Cars shall meet the following regardless of registration date:

  • The fire system cylinder shall be securely mounted in such a manner that it can be checked during
    a technical inspection and may be removed for weighing periodically for compliance to full weight shown on the cylinder. (Weight is without valve assembly.)
  • Manual or automatic release is allowed. The release mechanism shall be within reach of the driver when belted in the car.
  • All on-board fire systems shall be identified with a circle “E” decal.
  • In GT and Production cars, two circle “E” decals may be required–one at the release location and the second on the outside bodywork in line with or as near to the release location as possible.
  • In Formula and Sports Racing cars, a circle “E” decal shall be located on the outside bodywork as near to the release location as possible.
  • There shall be a minimum of two nozzle locations–one in the driver’s compartment and one in either the engine area or the fuel cell area. The nozzles shall be suitable for the type of extinguishing agent used.
  • The firing safety pin(s) shall be removed from all on-board fire systems prior to going on track. It is recommended that a warning tag be attached to the safety pin to remind the driver to remove the safety pin before entering the racing surface.
  • All fire systems shall be serviced according to manufacturer’s specifications.

Hand-Held Fire Extinguisher Requirements

The following are acceptable for all cars not requiring an On-Board Fire System:

• Halon 1301, 1211 or Dupont FE-36, two (2) pound minimum capacity by weight.
• Dry chemical, two (2) pound minimum with a positive indicator showing charge. Chemical: 10 BC Underwriters Laboratory rating, potassium bicarbonate (Purple K) recommended, 1A10BC Underwriters Laboratory rating multipurpose, ammonium phosphate and barium sulfate or Monnex.
• AFFF (aqueous film forming foam) or equivalent surfactant foam material, 2.25 liter minimum capacity (by volume). All AFFF fire bottles shall incorporate a functional pressure gauge.
• The fire extinguisher shall be securely mounted in the cockpit. All mounting brackets shall be metal and of the quick release type.
• The circle “E” decal of 9.3.22.A.3.b (above) shall not appear on cars which have only a hand-held fire extinguisher.

All required driver’s safety equipment must be worn at all times while on track. The participant agrees that the participant bears the ultimate responsibility at all times to ensure the safety of participant’s driver’s safety equipment, and compliance with all SCCA rules, regulations, and agreements, including but not limited to those contained here:

Annual Inspection
At or before the first event of the calendar year, all driver’s safety equipment will be inspected by a licensed scrutineer. The scrutineer performing the inspection shall affix a dated, non-removable sticker or decal on the left side of helmets to indicate that all driver’s safety equipment has been inspected and is in compliance with this section. This sticker or decal, which shall be placed on the helmet in a manner such that it is visible from outside the car with the driver seated and belted in the normal driving position, may be checked by grid or scrutineering personnel on the starting grid. The presence of other externally visible driver’s safety equipment (gloves, balaclava, and suit) may also be checked by grid or scrutineering personnel on the starting grid.

Reinspection
Throughout the racing season, a check of the condition and legality of driver’s safety equipment should periodically be done by scrutineers in impound by group or class with the concurrence of the Race Director or Chief Steward.

Required Equipment
The following required equipment shall be in good condition and free of defects, holes, cracks, frays, etc.

• Driving suits that effectively cover the body from the neck to the ankles and wrists. One piece suits are highly recommended. All suits shall bear an SFI 3.2A/1 or higher certification label or FIA 1986 Standard or FIA Standard 8856-2000 homologation label. Underwear of fire resistant material shall be used, but is optional with suits carrying an FIA Standard 1986 Standard or FIA Standard 8856-2000 label or SFI 3-2A/5 or higher (e.g., /10, /15, /20) certification label.
• Crash helmets approved by the Snell Foundation with Snell sticker 2010 or later Special Application SA2010/SAH2010, or SA2015/SAH2015, or by the SFI with a SFI Sticker SFI 31.1, or by the FIA standard 8860-2004 or later, or British Standards Institute BS6658-85 type A/FR. Each driver’s helmet shall be labeled with a minimum of the driver’s name. The use of a head and neck restraint system that has been certified in accordance with SFI 38.1 or FIA 8858-2002 or 8858-2010 is required; an SFI 38.1 or FIA 8858-2002 or 8858-2010 label must be properly affixed to the device. Accident damaged helmets should be sent by the driver or his or her representative to the Snell Memorial Foundation, 3628 Madison Ave., North Highland, CA. 95660 (ph.) 916-331-5073 (attn. Edward B. Becker). Details of the accident should be included. Freon based total loss helmet cooling systems are not allowed.
• Gloves made of leather and/or accepted fire resistant material containing no holes.
• Socks made of accepted fire resistant material.
• Face coverings (balaclavas) of accepted fire resistant material for drivers with beards or mustaches. Hair protruding from beneath a driver’s helmet shall be completely covered by fire resistant material. As an alternative to balaclavas, a full helmet skirt of accepted fire resistant material may be used. Double-layer balaclavas are recommended. If balaclavas are used voluntarily, they shall be of accepted fire resistant material.
• Goggles or face shields, preferably made of new impact resistant materials, for drivers of open cars.
• A driver’s restraint system meeting SCCA standards (See section 9.3. Driver’s Restraint System shall be used at all times while on the track.
• Shoes, with uppers of leather and/or nonflammable material that at a minimum cover the instep. Ventilation pinholes by the manufacturer are allowed.