A. All vehicles must provide factory original (or better) seats that are securely mounted.

B. All vehicles must have seat belts with a minimum of three (3) mounting points mounted in accordance with manufacturers’ recommendations when applicable (SFI or FIA rated are recommended).

C. When in-car coaches are utilized, any seat and restraints used by the coach shall match or exceed those used by the driver.

A. The interior and trunk must be emptied and clear of all loose items, including floor mats which are not secured with clips or fasteners.

A. Brake pads or shoes should not be more than 50% worn at the start of an event and should not ever be more than 85% worn during competition.

B. Brake fluid must be clean and full (DOT 4 recommended).

C. Vehicles must have at least one working brake light.

D. There must be no brake fluid leaks.

E. Rotors and drums must be in good condition without cracks or discoloration.

A. Tires must be in good condition with adequate tread and speed rating.

B. All lug nuts, wheel bolts or wheel nuts must be present and torqued to spec.

C. Hub caps, or any wheel cosmetic accessory which is not positively secured by clip or fastener, must be removed.

D. Wheels must not have cracks or structural damage.

A. Wheel bearings must not have play.

B. Ball joints must be in good condition.

C. Steering must not have excessive play.

D. Shocks/Struts must not be leaking.

A. All fluids must be at correct levels. Fluid caps must be tight and secure, overflow containers present and there must not be any fluid leaks.

B. Belts and hoses must be in good condition.

C. Battery must be secured, and battery terminals covered. (Note: flexible battery hold-downs, such as bungee cords/straps, are not acceptable.)

D. Exhaust system must be functional. (There may be sound restrictions.)

E. Throttle must have a quick, positive return.

A. When present, any roll bar must be properly installed and securely attached.

B. When present, any part of a roll bar able to be contacted by a driver’s head must have padding.

A. Glass must not have any severe cracks.

B. A rear-view device must be present, and any rear-view mirrors must be secure and free of cracks.

C. Any video cameras/recording devices must be securely mounted.

It is highly recommended that all convertible vehicles be equipped with an aftermarket roll bar that meets or exceeds the standards set in the Time Trials Safety Standard Level 2 (see below). However, minimum safety standards requires the vehicle meets at least one of the following criteria and is not subject to any of the listed exceptions:

1. Convertible vehicles up to and including the 2005 model year must have rollover protection meeting one of the following criteria:

A. The vehicle is equipped with documented factory installed roll over protection. (Examples of manufacturer-documented roll over protection include hydroformed and reinforced a-pillars or windshield frame and factory installed roll bars and/or “pop-up” bars that are designated as roll over protection.)

B. The vehicle is equipped with a commercially produced roll bar or roll cage which is described by the manufacturer to provide track-appropriate rollover protection. (E.g., “style” bars are not acceptable.)

1. Braces and portions of the main hoop subject to contact by the driver’s or passenger’s helmet, as seated normally and restrained by seatbelt and harness, must be padded with a non-resilient material such as Ethafoam® or Ensolite® or other similar material with a minimum thickness of 1/2 inch. Padding meeting SFI spec 45.1 or FIA 8857-2001 is strongly recommended.

C. The vehicle is equipped with a roll bar that meets the Safety Level 2 standards for material and construction.

2. Convertible vehicles of the 2006 model year or later must have a roll bar that meets the Safety Level 2 standards for material and construction unless one of the following criteria is met.

A. The vehicle is equipped with documented factory-installed roll over protection or a commercially produced roll bar or roll cage which is described by the manufacturer to provide track-appropriate rollover protection.

B. The vehicle is six (6) cylinders, with the OE drivetrain and may only be naturally aspirated.

C. The vehicle is four (4) cylinders or less, with the OE drivetrain, including any forced-induction equipment.

Note: This means that for 2006+ vehicles, if the engine is not the original equipment model as delivered in that vehicle, aftermarket forced induction has been installed, or the vehicle has more than six (6) cylinders or six (6) cylinders and forced induction of any type, the vehicle must have aftermarket rollover protection or documented factory rollover protection.

3. T-tops and targa top cars:
T-top and targa top cars are not considered convertibles, and do not fall under the convertible requirements.

A. Helmets meeting at least one of the following standards must be worn while on track:

1. All helmets meeting the latest or two immediately preceding Snell Founda­tion standards (SA2020, M2020, EA2016, SA2015, SA2010, SAH2010, M2015, M2010)

2. SFI standards 31.1/2010, 31.1/2015, 31.1/2020, 41.1/2010, 41.1/2015, 41.1/2020

3. FIA standards 8859-2020, 8860-2018, 8860-2018-ABP, 8859-2015, 8860-2010;

B. Full face shall be worn in open vehicles without windshields (E.g., formula car, sports racer, exoskeleton kit-cars). A face shield, goggles, or similar face protection (conventional eyeglasses are not sufficient) shall be worn while competing in any other vehicle with less than the standard-size windshield.

C. For maximum protection, helmets must fit securely and should provide adequate peripheral vision. The chin strap must be securely fastened.

A. Shoes covering the entire foot shall be worn.

Safety Level 2 generally means an appropriate racing-specific seat, 4-point roll bar, 5-point racing harness, arm restraints or window net, and fire-retardant helmets and clothing.

All vehicles required to meet Safety Level 2 Standards must meet the Safety Level 1 Standards, plus the additions below.

These specifications apply to all vehicles (other than those issued an SCCA Logbook before 1/1/19). Cars issued an SCCA Logbook before 1/1/19 may continue to compete with their previously approved rollover structure or comply with the following specifications.

A roll bar is defined as a main hoop and diagonal placed behind the driver and supplemented by two braces. The roll bar must be designed to withstand compression forces resulting from the weight of the car coming down on the roll structure, and to take fore-and-aft loads resulting from the car skidding along the ground on the roll structure. The basic purpose of the roll bar is to protect the driver in case the vehicle rolls over. Roll bars must meet the following criteria:

A. One continuous length of tubing must be used for the hoop member with smooth continuous bends and no evidence of crimping or wall failure.

B. The top of the roll bar must be above the top of the driver’s helmet when the driver is in normal driving position.

C. The two (2) vertical members forming the sides of the hoop must be more than 15 inches apart (inside dimension), and it is desirable that it extend the full width of the cockpit.

D. An inspection hole of at least 3/16 inch diameter to facilitate verification of wall thickness may be required. It must be drilled in a non-critical area of a roll bar member at least three inches from any weld or bend.

E. All bolts and nuts shall be SAE Grade 5 or better, 5/16-inch minimum diameter.

F. Braces and portions of the main hoop subject to contact by the driver’s or passenger’s helmet, as seated normally and restrained by seatbelt and harness, must be padded with a non-resilient material such as Ethafoam® or Ensolite® or other similar material with a minimum thickness of 1/2 inch. Padding meeting SFI spec 45.1 or FIA 8857-2001 is strongly recommended.

G. The size of tubing to be used for the main hoop, braces and diagonals shall be determined on the basis of the weight of the car. The following minimum sizes are required and are based upon the weight of the car without the driver. Dimensions are nominal; 0.010-inch variation in wall thickness is allowed.

H. The roll bar hoop and all braces must be of seamless or DOM mild steel tubing (SAE 1010, 1020, 1025) or equivalent, or alloy steel tubing (SAE 4130). For cars logbooked before 1/1/16, existing ERW tubing is acceptable.

I. All welding should be of the highest possible quality with full penetration. Craters should be filled to the cross section of the weld and undercut should be no more than 0.01 inch deep.

J. All roll bars must be braced in a manner to prevent movement in a fore-and-aft direction with the braces attached within the top third of the roll hoop. At a minimum, two (2) braces must be used, parallel to the sides of the car, and placed at the outer extremities of the roll bar hoop. Such braces should extend to the rear whenever possible. Diagonal lateral bracing must be installed to prevent lateral distortion of the hoop. In most cases, a lateral brace from the bottom corner of the hoop on the side to the top corner of the hoop on the other side is sufficient. Although installing the diagonal lateral brace in the main hoop is the strongest alternative (and hence most preferable), there may be instances where such an installation is not practical. In such situations, the installation of the diagonal brace running from the bottom of the fore/aft brace on one side to the top corner of the hoop on the other side is acceptable. In convertible vehicles with a production line beginning 1990 or later, such as the Mazda Miata, a “V” design, also known as a “double diagonal” used between the rear supports is acceptable.

K. Removable roll bars and braces must be very carefully designed and constructed to be at least as strong as a permanent installation. If one (1) tube fits inside another tube to facilitate removal, the removable portion must fit tightly and must bottom on the permanent mounting, and at least two (2) bolts must be used to secure each telescope section. The telescope section must be at least eight inches in length. One (1) bolt is required if one (1) end is welded to the main hoop.

L. Roll bars and braces must be attached to the frame of the car wherever possible. Mounting plates may be used for this purpose where desired.

M. In the case of cars with unitized or frameless construction, mounting plates may be used to secure the roll bar structure to the car floor. The important consideration is that the load be distributed over as large an area as possible. A backing plate of equal size and thickness must be used on the opposite side of the panel with the plates through-bolted together.

N. Mounting plates bolted to the structure shall not be less than 0.1875 inch thick and the use of a back-up plate of equal size and thickness on the opposite side of the panel with the plates through-bolted together is recommended. A minimum of three (3) bolts per plate is required for bolted mounting plates.

O. Mounting plates welded to the structure shall not be less than 0.080 inch thick. Whenever possible, the mounting plate should extend onto a vertical section of the structure, such as a door pillar.

Seats must a one-piece, bucket-type race seat, be securely mounted and provide fore/aft and lateral support. Seats must accommodate, with appropriate routing, 5 (or more) point safety belts including sub-strap. OE seats may not be modified to accommodate belts, aftermarket seats must be installed per manufacture guidelines.

A. All drivers shall utilize either a 5-, 6- or 7-point restraint harness.

B. The following harness requirements must be met:

1. Shoulder straps shall be separate.

2. Two inch shoulder straps shall only be used with head and neck devices.

3. All harnesses shall bear labels bearing either of the following SFI or FIA certifications:

a. SFI specification 16.1 or 16.

b. FIA specification 8853/1985 including amendment 1/92 or FIA specifications 8853/98 and 8854/98.

4. Harnesses shall be in good condition (no cuts, abrasions, abnormal wear, etc.). It is highly recommended that harnesses are not utilized past their expiration date.

5. The following steps shall be taken when threading harness through a harness bar

a. Figure 1

b. Figure 2

c. Figure 3

d. Figure 4

e. Figure 5

f. Figure 6

A. All vehicles shall have a device (such as a fire bottle/fire extinguisher/fire suppression system) securely mounted with metal mounting brackets of the quick-release type within reach of the driver to suppress fires.

The device should meet at least one of the following minimum requirements:

1. On-board fire systems per SCCA Road Racing General Competition Rules (GCR).

2. Halon 1301 or 1211, 2 pound minimum capacity by weight.

3. Dry chemical, 2 pound minimum with a positive indicator showing charge. Chemical: 10 BC or 1A10BC Underwriters Laboratory rating.

1. For Safety Level 2, helmets meeting one of the following standards are acceptable and must be worn while on course:

A. Snell Foundation Standards with Snell sticker 2015 or later for Special Application (SA2020, EA2016, SA2015).

B. SFI standards 31.1/2015, 31.1/2020

C. FIA standards 8859-2015, 8860-2010 or newer.

2. For drivers of any vehicle without a DOT-approved windshield (such as kit-cars, Sports Racers, Formula Cars and Specials) or any other vehicle with less than standard-sized windshield, helmets meeting these additional criteria are required:

A. Helmets must be full face.

B. A shield, preferably made of impact-resistant materials, shall be used while on course (conventional eyeglasses are not sufficient).

1. Driving suits shall meet one of the following standards:

A. FIA standards (8856 -1986, 8856-2000 or 8856-2018).

B. SFI 3-2A/5 or higher (e.g., /10, /15, /20) certification.

C. Suits carrying SFI 3-2A/1 certification may be worn only with fire resistant underwear.

D. Gloves made of leather and/or accepted fire-resistant material containing no holes.

E. Socks made of accepted fire-resistant material.

F. Face coverings (balaclavas) of accepted fire-resistant material for drivers with beards or mustaches.

G. Shoes, with uppers of leather and/or nonflammable material that, at a minimum, cover the instep

1. For drivers of any vehicle where the compatibility of belts and seats meet the use of head and neck support systems, the use of a head and neck support system is highly recommended.

2. For a track-based event (Time Attack/TrackSprint) a driver’s-side window safety net or arm restraints are highly recommended for all cars.

3. For a HillClimb event, arm restraints are required in any open car and a window net or arm restraints are required for closed cars.

It is intended that Safety Level 3 be similar to that of SCCA Road Racing. Vehicles of motorsports-specific construction are required to meet these specifications. For National Time Trial Events, vehicles prepared beyond Max Category Rules and competing on tires without DOT-Approval must meet Safety Level 3 Standards.

All Safety Level 3 vehicles must meet the requirements of Safety Levels 1 and 2, plus the inclusion of a roll cage compliant with specifications listed here. A roll cage consists of the main hoop, front hoop, side protection, and braces as specified in these Rules.

These specifications apply to all vehicles other than those issued an SCCA Logbook before 1/1/19. Cars issued an SCCA Logbook before 1/1/19 may continue to compete with their previously approved rollover structure or comply with the following specifications.

Please see SCCA General Competition Rules section 9.4 for diagrams and illustrations.

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.

A. On all closed cars, the main hoop must be as close as possible to the roof and “B” pillars.

B. 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.

C. 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.

A. 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 6 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. In convertible vehicles with a production line beginning 1990 or later, such as the Mazda Miata, a “V” design, also known as a “double diagonal” used between the rear supports is acceptable.

B. 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 as described. 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.

C. Cars must have two (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.

D. Open cars must have two (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.

E. 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.

A. 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 hoops are also referred to as side hoops.

1. 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.

2. Open cars: The height of the front hoop must be consistent across the full width of the cockpit.

B. Front Hoop Bracing
All open cars with a high front hoop and all tube frame closed cars must incorporate a horizontal front hoop brace at the approximate level of the dashboard. It is recommended production-chassis cars also have the front hoop brace.

1. Tube(s) may extend, from each front down tube, forward to the firewall. For Unlimited or SCCA GCR-class cars which allow it, tube(s) may extend through the firewall. In this case it is recommended this tube, one on each side, connect to the chassis at a point not more than 12 inches forward of the front axle centerline.

A. Side tubes connecting the front and main hoops across both door openings are strongly recommended. Tubes that are welded to any part of the same mounting plate are considered to be connected to one another.

B. NASCAR-style side protection or one bar bisecting another to form an “X” is permitted. Door side tubes may extend into the front door.

1. 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.

2. The stock outside door latch/lock operating mechanism shall not be removed or modified unless specifically authorized in the Rules.

A. Production-chassis cars: The roll cage must attach to the vehicle structure within the passenger compartment in a minimum of six (6) points as specified in these Rules.

B. Tube-frame cars: The roll cage shall be integrated into the frame or chassis.

C. Mounting Plates

1. Mounting plates welded to the structure of the car shall not be less than 0.080 inches thick and no more than 0.25 inch thick. Plates may be on multiple planes.

2. 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. Plates may be on multiple planes but shall not be greater than 15 inches on any side.

3. Fasteners for bolted or riveted mounting plates must be Grade 5/Metric 8.8 or better with a minimum diameter of 5/16 inch.

A. 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.

B. The following table shows the minimum allowed tubing outer diameter and wall thickness by vehicle weight:

C. 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 0.010 inch below the nominal thickness.

D. The required tubing elements must meet the material minimums set forth above. Optional tubing elements may be any size.

E. The minus variance of tubing wall thickness due to manufacturing tolerances is limited to 0.010 inch.

F. 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 and inspected by such means.

A. 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.

B. No portion of the roll cage may have an aerodynamic effect by creating a vertical force.

C. The radius of all bends in the roll cage (measured at centerline of tubing) must not be less than three times the diameter of the tubing.

D. 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.

E. It is recommended that gussets be used at all joints.

F. 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.

G. Removable roll cage bracing is acceptable in one of the following configurations.

1. If one tube fits inside another tube to facilitate removal, the removable portion must fit tightly and must bottom by design, and at least two (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.

2. 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 caused by welding. Double ear-type joints must be fully welded at all the mating surfaces.

A. 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.

B. 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.

C. Cars which do not comply with the design criteria set forth for roll hoops must have a waiver/homologation certificate issued by the Road Racing Technical Staff. Cars which are excepted from the published design criteria, shall at all times have available for examination a current logbook, a copy of the letter of exception from the Road Racing department and supporting engineering documentation. Cars which have previously been issued homologation Certificates may satisfy this rule by presentation of said certificate or a copy. Vehicles with an SCCA logbook issued before  prior to January 1, 1983 do not require homologation certificates.

Note: This line primarily applies to those who own older SCCA road racing cars or factory-built racecars that probably had a previous history with the SCCA or other sanctioning body. While the Road Racing Technical Staff can evaluate and approve another design, the far easier (and less expensive path) here is to build it to the published specs. If you have an older formula car or sports racer, it should have a homologation certificate that goes with it.

A. National Auto Sport Association (NASA)

B. BMW Car Club of America (BMWCCA)

C. Porsche Club of America (PCA)

D. Porsche Owners Club (POC)

Note: At Time Trials National events, the roll bar/roll cage minimums for DOT and non-DOT tires must be met.

A. Sports Car Club of America (SCCA)

B. Classic SportsCar Racing Group (CSRG)

C. Society of Vintage Racing Enthusiasts (SOVREN)

D. Sportscar Vintage Racing Association (SVRA)

E. Vintage Auto Racing Association (VARA)

F. Vintage Motorsports Council (VMC)

G. Vintage Drivers Club of America (VDCA)

H. Historic Sportscar Racing (HSR)

I. American IndyCar Series (AIS)

Vehicles must be inspected to participate in SCCA Time Trials and the official tech form must be filled out, signed by the driver and turned in to the designated event official(s). The driver is responsible for ensuring that the vehicle being used is properly prepared for operation under elevated acceleration, braking and cornering forces.

1. Whenever the following items are installed on a vehicle, an SCCA Tech Inspector must evaluate the installation:

A. Any aftermarket safety item required by SCCA Rules.

B. Aftermarket seat(s).

C. Aftermarket seat belts/racing harnesses.

D. Roll bar or roll cage.

2. Inspection Requirements
Items must be inspected for secure installation and proper fasteners (e.g., sandwich plates on bolt-in roll bars/cages). The driver is responsible for the installation being compliant with manufacturer guidelines, and adequate material (e.g., tubing size and thickness) but inspectors should be on the lookout for obvious inappropriate installation or improper material.

3. Required Driver Gear Safety Inspection
The following driver gear safety items must be inspected by an SCCA Official. A vehicle shall not get approval to go on track until gear for the driver(s) of that car has been checked.

A. Helmets must be inspected, and a tech sticker should be affixed so that officials can easily check that the helmet has been inspected and approved. Helmet stickers may be annual.

B. Any required driver gear item must be inspected by an SCCA Tech Inspector.

4. Logbooks/Annual Inspections

A. Vehicles may be annually inspected, and that inspection may be noted with proof of inspection (e.g., sticker, card or logbook).

B. A vehicle with an annual tech is not required to be inspected at an event, but the driver shall still turn in a completed tech form.

C. Any change or addition to aftermarket safety equipment requires a re-inspection, even if that vehicle is within the annual inspection period.

D. SCCA Road Racing Annual Inspections may be honored and a Road Racing vehicle with an annual tech is not required to be inspected at an event, but the driver shall still turn in a completed tech form.

Flags convey the commands or information indicated below. They must be obeyed immediately and without question. The content of this section cannot be changed or amended by the event Supplemental Regulations.

Description and Meanings of Each Flag
	Green Flag When displayed, the Green Flag indicates that the course is clear, and that competition is underway. The Green Flag is ordinarily shown only by the Start/Finish line official.
	Yellow Flag The yellow can be shown in one of two ways: Being waved (Waving) or held still (Standing). Standing/Motionless Yellow: You are approaching an incident where your and other’s safety is at risk. The track boundaries may be clear but there is immediate danger to you or others beside the track. Slow significantly and proceed through the incident at a reduced speed. There is no passing from the Yellow Flag until past any emergency incident(s). Waving Yellow: You are approaching an incident that has great danger to you and others. The track may be partially or completely blocked. Slow significantly and be prepared to stop. All efforts should be made to proceed through a waving Yellow Flag in single file order. There is no passing from the Yellow Flag until past any emergency incident(s). The yellow-flag zone starts at a perpendicular line across the track from the flag and ends at a perpendicular line across the track from the last component of the incident causing the Yellow Flag. The last component may be the car, driver, responding officials, other vehicles and/or large debris.
	Blue Flag The Blue Flag can also be shown waving or being held still, and the design may be solid blue, or blue with a yellow or orange diagonal stripe. Standing/Motionless Blue Flag: Another competitor is following very closely and may wish to be let by. Waving Blue Flag: Another competitor is approaching you at a high rate of speed or being greatly held up. Let them by as soon as safely possible.
	Yellow with Vertical Red Stripes This flag is commonly known as the "Debris Flag" and indicates a slippery condition exists, or debris is present on the racing surface. This flag is displayed standing and may be put away or "dropped" after everyone has a chance to see it, but the debris or slippery condition may still exist.
	White Caution and take care for a slow-moving race car, ambulance or other emergency vehicle on the racing surface. The standing flag is displayed for two (2) flag stations prior to the vehicle in question. In addition, a standing White Flag may be displayed during the first lap of each group’s first session of the day to indicate the location of flag stations, unless another flag is already being used for a track condition.
	Black Flag Closed (furled): Pointed or shaken at an individual car from the starter’s stand (optionally, accompanied by a number board indicating the car number). WARNING for driving in an unsafe and/or improper manner. Continued unsafe and/or improper driving will result in an OPEN BLACK FLAG. Open (with number board): Displayed from the starter’s stand with a number board indicating the car number. If your car number is shown, proceed directly to the pits and the location designated by the Event Lead or Competition Director, or event Supplemental Regulations for consultation with SCCA Officials. DO NOT TAKE ANOTHER LAP. NOTE: This flag and number board may also be displayed at station(s) elsewhere on the course. Open (shown at all stations): Black Flag All. The session has been stopped; all cars must stop competing, and proceed directly and immediately to the pits, exercising extreme caution. This flag will be displayed with an “ALL” sign at the Starter’s stand and the sign may also be shown at station(s) elsewhere on the course. Official timing shall be stopped at the presentation of a Black Flag All and no laps completed during a Black Flag All shall count for official times.
	Black with Orange or Red Ball The Mechanical or “Meatball” Flag. Displayed from the Starter’s stand with a number board indicating the car number. If your car number is shown, there is a mechanical problem with the car. Proceed directly to your pit or the location designated by the Competition Director, Event Lead or event Supplemental Regulations. DO NOT TAKE ANOTHER LAP. NOTE: This flag and number board may also be displayed at station(s) elsewhere on the course.
	Red Displayed at each station and on the Starter’s stand. EXTREME DANGER—THE SESSION HAS BEEN STOPPED. Come to an immediate, controlled stop at the side of the race track (preferably before and within sight of a staffed station or where specified in the event Supplemental Regulations). When released by an official, proceed cautiously to pit lane. Once a Red Flag has been displayed, it will not be withdrawn until all cars have come to a stop.
	Checkered Displayed at the end of a session to indicate that the session is finished. Continue cautiously to pit lane.

1. Minimal Flag Sets
It is possible that some events will only use the Yellow, Black and Checkered flags, and the Blue Flag if passing is allowed.

If an event uses only those flags, the Yellow Flag will be used for any condition which might require the Yellow, White or Debris flags and the Black Flag will be used for any time officials want to see a driver whether the issue is behavioral (Black) or for a mechanical problem (Meatball).

2. Lights instead of Flags
Some tracks and events may use lights in the place of flags. Check the event's Supplemental Regulations for where on the course and for what purpose lights, if any, will be used.

Time Trials are not wheel-to-wheel competition. All passing—no matter the procedure—should be done with care, and with the least amount of disruption to each competitor’s lap, session or event.            

1. Passing Zone
A passing zone is a designated area on track where passing is allowed to take place. Whenever possible, passing zones should be marked with cones or signs.

2. Passing Signals
A passing signal or “point-by” is a signal given by a leading car, giving permission to a following car to overtake. As a general rule, a point-by should be given by the driver being passed by extending an arm out of the driver’s window and indicating which direction the passing driver should go. Once a driver has given a point-by, he/she should make sure the passing driver has adequate space and speed differential to complete the pass safely (e.g., by slowing down enough to let the passing driver by).

A. Drivers of vehicles with window nets or other driver-window obstructions may point-by from inside the car. Other drivers shall be notified of any driver using an inside-the-car point-by, and the rear window of inside-point-by cars should be marked with a bright color tape contrasting as much as possible with the color of the car to let other drivers know where to look.

B. For drivers with physical conditions which render the use of a hand signal inappropriate, these drivers may use turn signals with the approval of the Event Lead. Other drivers shall be notified of any driver using a turn signal for point-by and the turn signals of that car shall be marked with a bright color tape contrasting as much as possible with the color of the car.

3. Suggested Passing Zone Rules

A. Advanced Level drivers: It is suggested that the most experienced Time Trials drivers are able to pass anywhere on track, with passes in corners accomplished with a point-by. Passes on straights may be done without a point-by.

B. Intermediate Level drivers: It is suggested that Time Trials drivers with intermediate levels of experience may pass anywhere on track, but that passes are always with a point-by.

C. Beginner or Novice Level drivers: It is suggested that Time Trials drivers with the least amount of experience be limited to passing on the longest straights only, and passes are always with a point-by.

1. Entering the Track
When entering the track drivers should always:

A. Obey signals from any pit-out worker.

B. Keep an eye on mirrors as you enter the track, looking for any traffic the worker might have missed.

C. Do not cross the "Blend Line" – a line on the track which acts as an "invisible wall" allowing the driver to look for traffic without crossing into the driving line.

2. Exiting the Track
Whenever a driver exits the track into the pits, drivers should always:

A. Plan early: Last minute "dives" onto pit road can be dangerous for you and other drivers on course.

B. Display a "pit-in signal." Whenever possible, drivers should give a pit-in signal to notify other drivers they will be coming into the pits. The pit-in signal is made by raising an arm out the window and holding up a fist. Pit-in signals should be given with enough time to allow other drivers to react to potentially greater closing speeds.

1. Scored Sessions
No passengers are permitted during any scored session or run during an SCCA Time Trials event

2. Unscored Sessions
Passengers may be permitted during and unscored session during a Time Trials Event, with the approval of the Event Lead or designated event official.

1. If for any reason a driver is forced to stop his/her car on the course during an event, it should be his/her first duty to place his/her car in such a manner as to cause no danger or obstruction to other competitors.

2. Unless the vehicle is on fire, drivers of disabled vehicles shall remain seated and in full gear until given instructions otherwise by an official. If the vehicle is on fire, the driver should exit the vehicle and get behind a barrier. It is not recommended drivers cross a course when seeking safety.

Grid shall be defined as the area where vehicles are staged and readied for the start. This area shall be a “hot” area by definition and personnel access shall be restricted as such. Grid shall be restricted to only those vehicles which are being readied to start.

The paddock is defined as the area reserved for the parking of or working on participating automobiles. At Time Trials events, these areas should be defined as “cold” areas, and as such, be open to spectators (if applicable), unless otherwise restricted in the Supplemental Regulations for an event.

1. Cars shall not be run in gear with the drive wheels off the ground.

2. Jack stands must be used whenever any person is under any part of a lifted vehicle.

3. All vehicles must be securely held in place via chock, stand, or other positive method whenever the driver is not seated in the driver’s seat.

4. Any compressed gas cylinders with pressures above 200 psi must have a cage or similar device to protect the valve/regulator/gauge assembly when rigged for use.

5. Any pets must be securely fastened to a leash and securely held by a stationary object or by an adult at all times.

6. All minors shall be under adult supervision at all times.

7. No person may ride on the external bodywork of any vehicle in the pit/paddock.

8. Commercial and private unmanned aircraft systems (aka "drones") are prohibited unless authorized in the Supplementary Regulations.

1. Start
Vehicles will be released from pit lane for a warm up lap led by the first car leaving the grid. The start of each session will be signaled by a Green Flag at the start/finish line after the single pace lap, but competitors may separate and accelerate before they reach the start/finish and the Green Flag. Warm up lap pace should be at such a speed as to allow all cars to enter the track before the first car comes around in order to create track space and give the best chance for clean laps for each driver.

A. Passing on the out lap is by point-by only, even if the group rules allow passing without a point during the session.

2. Track Limits/Loss of Control

A. Drivers are expected to use hard-paved surfaces only and keep a portion of one tire within the marked track limits at all times.

B. Any vehicle leaving the paved course area with all four wheels OR deemed to have a “significant loss of control” on course in a Time Attack session shall self-report to the pit area for a discussion with the Driver Coach for that session. If appropriate (and timely), the driver may proceed back on track after receiving appropriate signals from the Pit Marshal. Drivers who do not self-report will be black flagged for a discussion with the Driver Coach. Drivers may be black flagged for discussion with the Driver Coach in the case of repeated two (2) or three (3) wheels-off situations.

C. Drivers deemed to have exceeded track limits or experienced a significant loss of control will have their fastest lap of that session disqualified. A second offense may result in disqualification from that session. Further offenses may result in exclusion from the event. Track limits are defined as paved track surface and adjacent curbing. 

1. Exceptions may be made if the off-course resulted from controlled avoidance of an unsafe situation or for offs resulting from sportsmanship (E.g., pulling over when on a cool-down lap to clear the line for faster cars).

3. Session Interruption
Any driver deemed to have caused a Black Flag All or Red Flag condition for a driving error or mechanical issue will receive one warning. A second offense will result in exclusion from resuming that session. Further offenses may result in exclusion from the event.

4. Sportsmanship Standards
Drivers are reminded that SCCA Time Trials Events are not wheel-to-wheel competition, but a contest of lap times. Drivers are expected to share the track and work together so that all drivers may perform to the best of their ability. Drivers deemed to have interfered with a competitor intentionally or thoughtlessly will be disqualified from that session. Further offenses shall result in exclusion from the event.

5. Session End
Sessions shall normally be ended by a Checkered Flag shown at the Start/Finish after the session time or number of laps has elapsed. After receiving the Checkered Flag ending the session, drivers will be given cool down time to exit the track.

A. It is permissible to use a second Checkered Flag as a reminder after competitors have seen the Checkered Flag at the Start/Finish line.

B. It is permissible that a session be ended with a Black Flag All all in the event of an incident requiring that flag condition.

C. If the session is stopped with a Black Flag All or Red Flag, no more lap times will be officially scored once the Black or Red Flag is shown and competitors should slow down and proceed to the pits (Black Flag) or stop (Red Flag).

6. Flag Violations

A. If a driver fails to obey a yellow, black, red or checkered flag they may lose their fastest lap of that session.

B. Repeated offenses may result in exclusion from sessions or the event.

1. Course
TrackSprint is a format where a portion of a track is run from a standing start for time. When approved, TrackSprint “runs” may use portions of the track including chicanes and layouts not normally used in Lapping or Time Attack sessions, and/or running sections of a track backwards.

A. Cones
Cones may not be used as features or obstacles (E.g., Lane changes, slaloms) as part of TrackSprint but may be used at the discretion of officials for safety reasons or to define a course in a non-traditional location or area of the course.

1. Organizers may assign penalties for the displacement of cones or missing sections of the course; any penalties to be assigned should be noted in the Supplemental Regulations.

2. Grid
Vehicles shall be staged in a grid area near the course.

3. Start
Vehicles will be released from a grid to the start line. A driver’s run is considered to have started when they are released by the Starter. A driver’s time starts when they trip the timing light, and the start line shall be clearly indicated.

4. Track Limits/Loss of Control
Drivers are expected to keep all four tires fully inside track limits at all times. Drivers deemed to have exceeded track limits will have that run/lap disqualified. A second offense may result in disqualification from that session. Further offenses may result in exclusion from the event. Track limits are defined as paved track surface and adjacent curbing. Exceptions may be made if the off-course resulted from controlled avoidance of an unsafe situation.

5. Session Interruption
Drivers deemed to have caused a Red Flag condition or cause another driver to slow because of mechanical difficulty or loss of control will have their single fastest run from that session disqualified but may complete all runs in that session. A second offense may result in exclusion from the session or event.

6. Finish
The Finish is defined as the timing line where the recorded competition time stops and will be clearly indicated. Drivers are expected to slow their vehicle to pit-lane speed and proceed back to the grid area. Drivers who do not slow to pit-lane speed may lose their fastest run.

7. Re-Runs
A re-run may be granted to a driver who has had to slow for a Yellow Flag, debris on course or for catching the car in front of them. If a driver has already had an issue on that run, that driver may not be granted a re-run.

A. Re-runs will be granted only for timing failure, object on the course, Red Flag, catching the car in front, or other situations at the discretion of the Competition Director for that group and will not be given because of mechanical or other failure of the competitor’s car.

B. Re-runs should be taken as soon as practical, subject to the discretion of Event Officials.

C. If a competitor has had an issue on course which would disqualify that run (such as an off-course), no re-runs shall be given to that competitor for that run.

D. In the case in which a flag condition or slower car disrupts a competitor’s run, the competitor must thereafter continue through the remainder of the course at a reasonable pace, below competition speed, and will be granted a re-run if appropriate. Delaying the event by failing to complete the remainder of the course in a timely fashion, or incurring ad­ditional penalties, may result in forfeiture of the re-run.

E. Being caught by a competitor (having a car appear in your mirrors) is not grounds for a re-run, but any driver who catches another is cautioned not to cause a distraction to the driver ahead of them by staying too close. Passing is strictly prohibited unless the car ahead is having mechanical difficulty or has gone off course. Aggressive or distracting behavior behind a driver you have caught may result in penalties.

Unscored lapping sessions or passes of the course may be timed and may be used for practice or group seeding. Passing rules should be the same or more restrictive as the group’s scored sessions. Unscored sessions may be done at speed, or controlled by a pace car and used as familiarization. Any unscored sessions run at speed shall have the same minimum safety standards as scored sessions.

1. Unscored Session Etiquette
Despite not being scored, drivers are reminded to share the track, not to hinder other drivers, give point-bys when needed, and may be asked to report to the Driver Coach for any off-course or loss of control.

1. Groups

A. Groups in “Time Attack” style sessions should be divided by competitor experience and license grade without regard to class. Group passing rules should follow a graduated progression based on experience.

B. SCCA TrackSprint Grouping may not need to be heavily influenced by experience, because there should not be passing during TrackSprint runs.

C. Organizers may allow competitors to run outside of their groups for mechanical problems, re-runs or other issues, but may assign penalties for competitors running out of their assigned groups

2. Grid
Whenever possible, competitors at SCCA Time Trials Events should be positioned on grid in order of their best times from previous scored and unscored sessions. Competitors late to grid may lose their earned grid spot.

1. Late Session Starts
Drivers are not required to be on grid to participate in a session, they may join late.

A. Drivers who start late may be held until every car has gotten a clear lap so as to cause the least disruption to those already on track.

2. Early Session Exit
Drivers entering the paddock before a session ends may keep any times run during that session but may forfeit those times if they return to the track during that session—if the event is one which uses impound procedures.

If Event Officials declare a “rain event,” then competitors in restricted-tire classes (Sport, Tuner, Max) may change to an alternate set of tires, even if the rules require a single set for an entire event.

Scoring of SCCA Time Trials National Tour and Time Trials Nationals final results will be determined by the cumulative time of fastest laps or runs of a given event.

Sport Category is intended to be for the lightly modified daily driver. Sport Category modifications should be generally available at retail performance outlets without having to "custom order" parts, and should be able to be installed by one person, in their driveway, using tools purchased at local hardware or home-improvement stores. This does not include additive or subtractive processes such as welding or removing material to create adjustment. Modifications should not need specialty tools or equipment to adjust or tune (e.g., scales).

Any allowed modification must be a direct-replacement part, using the same attachment points, type and number of fasteners and may not perform any function other than the original purpose of the part being replaced.

In keeping with a spirit of competition with comradery, entrants may be asked to declare specific brand and model numbers of modifications. SCCA shall be free to publish installed modifications.

Sport Category is a restricted ruleset. If a modification is not specifically authorized in these Rules, it is not allowed. (If it doesn't say you can, you can’t.)

1. Vehicles running in Sport, Tuner and Max Categories must meet Safety Level 1 Standards.

A. Roll bars, cages, racing harnesses and other safety equipment may be added, and must meet manufacturers' guidelines for installation. It is highly recommended that they at least meet the minimum for Safety Level 2 or Safety Level 3 Standards.

B. Nothing in the rules prevents you from adding safety equipment; the minimum amount of modification to install safety equipment is allowed.

C. To facilitate safety, vehicles that have an added roll bar (4-points) may remove carpet, seats and trim (including convertible tops) behind the front seats. Vehicles that have an added roll cage (6-points) may remove carpet, seats and trim (including convertible tops) other than the dash.

2. Fuel cells may be used in cars with the following restrictions and allowances:

A. Any replacement fuel cell should be constructed and installed to racing standards. (E.g., FIA/SFI approval, fuel cell enclosure, bladder, and foam baffling.)  

B. OE lines may be replaced in conjunction with a fuel cell provided they are shielded.

C. Any fuel lines—including gauge and vent lines—that pass into or through the driver/passenger compartment, shall be of steel tube or metal braided hoses or bulkheaded.

D. Drivers of cars with modified or replaced OE fuel lines or tanks must wear a suit, shoes, gloves and underwear as specified in SCCA Time Trials Safety Level 2 Standards.

E. Vehicles with modified or replaced OE fuel lines or tanks must have an on-board fire suppression (fire bottle or system) meeting SCCA Time Trials Safety Level 2 Standards.

F. Participants are cautioned that this is not an allowance to maximize fuel delivery by installing higher-performance parts than authorized by category rules. (E.g., installing an upgraded fuel pump if it's not otherwise allowed.)

1. To be eligible for Sport Category:

A. A minimum of 1,000 of that model must have been produced that model year for road use.

B. The vehicle must be capable of being licensed for normal road use in North America and delivered through the manufacturer's North American retail sales outlets.

The following items are guidelines for general repair and modifications in Sport and Tuner Categories:

A. Other than when necessary for safety enhancements, an authorized addition, modification, substitution or removal may not perform a prohibited function nor does it permit the addition, modification, substitution or removal of any other component unless it is specifically authorized.

B. Any part which becomes partially or completely detached during on-track sessions must be fixed and inspected by officials before that vehicle can return to the track. If the part is an aerodynamic addition, the part shall be completely removed for the remainder of the competition.

C. Parts (other than brakes and fluids) are not permitted to be replaced or changed after the car has passed tech inspection unless an Event Official has determined the part to be unsafe or broken badly enough that not changing it would keep the participant from the event.

D. Expendable replacement parts (e.g., bearings, seals, gaskets, filters, belts, bolts, bulbs, batteries, clutch discs, pressure plates, suspension bushings, drivetrain mounts, fenders, trim pieces, fuel filler caps, electrical sensors, etc.) may be used provided they are essentially identical to the standard parts (e.g., have the same type, size, hardness, weight, material, specifications, etc.), are used in the same location, and provide no performance benefit. These allowances are strictly to allow components to be replaced from alternate sources other than the original manufacturer. They should not be construed as an allowance to replace components with those which could be considered a “higher performance” alternative.

E. Any repairs must comply with factory-authorized methods and procedures, or industry standard methods, as follows: If the OE does not provide an appropriate method of repair, industry standard methods and procedures may be used. Such repairs may not result in a part or combination of parts that provides a competitive advantage (e.g., significant change to weight, suspension control, power, etc.) as compared to the standard part(s). Competitors are strongly cautioned to use this allowance to make common-sense repairs only. It is not permitted to use non-compliant parts even if they have been set to OE specifications.

F. Items which do not require the modification or replacement of existing parts and do not increase the peak performance of the vehicle are permitted. (E.g., a turbo or alternator blanket.)

G. Except for authorized modifications, other modifications or equipment will place the car in higher levels as appropriate. Configurations involving damaged parts (e.g., blown fuses) are not typically authorized by the manufacturer and hence are not allowed.

H. Vehicles may be street-driven cars, and SCCA does not encourage or condone the breaking of laws governing pollution control systems or the alteration of street-driven vehicles contrary to state and Federal laws regarding their use. It continues to be the responsibility of the individual to comply with such state and federal laws.

1. Accessories, gauges, indicators, lights and other appearance, comfort and convenience modifications including pedal cover kits, alternate shift knobs and paddles which have little or no effect on performance and/or handling and do not materially reduce the weight of the car are permitted. Delayed shutdown devices such as a “turbo timer,” which perform no function while the car is in motion, are permitted. This does permit the installation of an additional mirror (e.g., Wink®). The addition of small holes for attachment hardware for cosmetic modifications is implicit (e.g., holes for fasteners to mount additional gauges).

2. The driver and front passenger seats may be replaced with the following restrictions.

A. The seating surface must be fully upholstered.

B. The top of the seat, or an attached headrest, may not be below the center of the driver’s head.

C. The seat shall be securely mounted, so as to provide fore/aft and lateral support.

D. Passenger seat must be either OE or match the requirements for the driver’s seat.

3. Alternate steering wheels are allowed, provided the outside diameter is not changed by more than 1-inch from the standard size. Steering wheels with an integral airbag may not be changed unless Safety Levels 2 or 3 Standards are met.

4. Short shift kits which only change the length of the shift rod attached to the gear shift knob may be installed. Kits which change other linkage, mounting brackets and/or tension through springs are expressly disallowed.

5. A hole may be added to interior body panels, the engine compartment, the trunk, and/or a strut bar to provide access to the adjustment mechanism on a shock absorber. The hole may serve no other purpose and may not be added through the exterior body panels.

6. Any item that cannot be held permanently in place by factory-installed fasteners may be removed.

7. Spare tires, tools and jacks may be removed. Any fastening hardware and/or other pieces that can no longer be firmly secured in the absence of the spare tire may be removed, if necessary, to ensure compliance with safety inspection requirements.

8. Data acquisition systems (including video cameras) and the accompanying sensors are allowed but may serve no other purpose during a run than real-time display and data recording.

9. With the addition of Safety equipement, the following allowances apply:

A. If the vehicle is equipped with at least a 4-point roll bar, driver’s seat, and restraints meeting SCCA Time Trials Safety Level 2 Standards:

1. Rear seats carpet and trim behind the seats may be removed.

2. Sunroofs, moonroofs, and similar roof-mounted panel cartridges may be replaced by an alternate solid panel serving no other purpose. Attachment is unrestricted but must be secure.

3. Airbags may be removed.

4. Airbag-equipped steering wheels may be replaced or have the airbag removed.

5. Convertible soft tops and related structure and brackets may be removed.

B. If the vehicle is equipped with a minimum 6-point roll cage, driver’s seat and restraints meeting SCCA Time Trials Safety Level 3 Standards, all interior carpet, trim and passenger seats other than the factory dash may be removed.

1. Addition or removal of spoilers, splitters, spoilers, single-element rear wings, bumper covers, valances, side skirts, convertible hard tops and scoops/vents is allowed provided that:

A. The removal of parts matches a production model of that generation classed in Sport Category. (eg., You may not remove parts unless a model of that vehicle was available without the part or parts.)

B. It is a production part which is standard or optional equipment of a model of the vehicle classed in Sport Category.

C. It is listed in the vehicle manufacturer’s accessory catalog for that vehicle for normal highway use. This may not allow for parts sold through a manufacturer’s performance catalog (e.g., Ford Racing, HPD, Mazdaspeed, Mopar Performance, Mugen, NISMO, SPT, TRD, etc.).

D. All allowed parts must be installed as directed by the manufacturer. Exact replicas, including weight, from alternate sources are also permitted.

E. Updated parts, replacement parts, or any other changes by the manufacturer documented in the parts catalog or other manufacturer documentation as superseding the original part number used when manufactured are considered to be standard parts.

F. Wings and Spoilers are subject to the following restrictions unless the vehicle is in the same class:

1. The part may not be adjustable.

2. The unit (wing, supports and end plates) may not be constructed by more than three primary pieces. (E.g., a wing with separate wing element, end plates and supports as in a Cayman GT4 or Camaro ZL1 1LE would not be allowed on a lower-class Cayman or Camaro.)

2. Factory emblems, mud flaps, bolt-on front valance lips/spoilers and fog lights (except those integral to a headlight or turn signal) may be removed. Rear wings may be removed so long as the vehicle retains any federally-mandated third brake light.

3. Hood straps or fasteners may be added.

4. Cars may add one (1) rear trailer hitch. The resulting weight addition is allowed. The hitch may serve no other purpose. Factory tie downs and cosmetic pieces (e.g., diffusers) may be modified or removed to facilitate hitch installation. Complete or partial removal of the hitch is allowed for competition, provided it does not result in a reduction in weight compared to the unmodified standard configuration.

5. Tow bar brackets may be installed but may serve no other purpose.

6. Tow hooks and tie downs may be added, modified or replaced. Addition of tow hooks and tie downs are permitted, and location is unrestricted. Non-standard tow hooks shall serve no other function.

1. Any width or diameter wheel and wheel spacers may be used provided it complies with the following:

A. Non-metallic wheels must be certified/approved from an appropriate, recognized standards organization. (e.g., FIA, SFI, SAE, TUV, etc.)

B. Wheel spacers are permitted.

C. Wheel studs, lug nuts, valve stems (including pressure-relief types) and/or bolt length may be changed. Wheel bolts may be replaced with studs and nuts, but the number of fasteners may not be changed.

D. Tire pressure monitoring sensors may be removed.

E. Centerlock/spline drive/knock-off type hubs may be converted to lug-type hubs.

F. Aftermarket, accessory-catalog or non-standard OE wheels shall meet the minimum wheel weights determined by the following formula and multiplier.

Example: For a 15-inch diameter by 7.5-inch width (15x7.5) wheel: 15 + 7.5 = 22.5, then multiply 22.5 x 0.48 which = minimum weight of 10.8 lbs. for any 15x7.5-inch wheel.

Tires must meet the following requirements to be eligible for use in Sport Category. No tire model will be eligible for Time Trials competition until it meets all requirements of this section. Tire models not meeting the requirements by January 1st are not eligible for Time Trials competition until after the Time Trials National Championships of the year.

1. Specification

A. Minimum UTQG Treadwear Grade of 200.

B. Minimum molded tread depth of 7/32 inch as specified by the manufacturer.

C. Listed in a current year or prior two years of the “Tire Guide®” and/or the “Tread Design Guide®” (www.tireguides.com).

D. US Department of Transportation (DOT) approval.

E. Tires must be designed for highway use on passenger cars.

2. Eligibility Requirements:
The following are prerequisites before a tire can be used in competition at National Time Trials Events.

A. Tire availability: Tires are considered available when competitors can take possession through retail channels. Pre-orders are not considered available.

B. Tires must be equally available to all competitors. Tires that are in short supply do not specifically violate this section. Extensive shortages may result in the tire being placed on the exclusion list until supply is replenished. Tire variations differing from standard specification, delivered only on a limited basis, or only to selected competitors may not be used.

C. Tire models must have tires available in at least four (4) rim diameters and in at least six (6) sizes which meet these requirements.

D. Material Change: Tires which previously met the eligibility requirements that undergo a significant compound change, tread pattern change, or other significant redesign reset the requirement for eligibility described in this section.

E. A tire model which was previously allowed by these rules continues to be eligible for competition until specifically disallowed.

F. Reintroduction: Models that were once discontinued will be considered a new model once reintroduced and must meet all the requirements of this section.

3. Tire Size Limits
Tires are limited to the OE section width, or have a section width up to and including the following (mm):

Cars in Classes 2–6 and are otherwise legal for Sport Category may bump up classes based on tire size. Cars in Sport 1 with oversized tires will go into their vehicle appropriate Tuner Category class.

4. Tire Use

A. Scored Sessions

Unless a “wet session” is declared by event officials, vehicles must run on the same set of tires for all scored competition rounds, and the tires should be marked with a stamp on grid of the first competition. Tires may also be replaced at the discretion of the Technical Chief in cases where there is a safety issues such as resulting from a tire being damaged or excessive wear. (Entrants are warned that damage caused by deliberate abusive handling, or deliberate shaving, or having excessive wear before the start of the event, should not be given a replacement allowance.)

B. Unscored Sessions
Vehicles are required to practice on tires which are legal for scored sessions in their class, but do not have to be the same set.

5. Other

A. Tires may be shaved evenly and parallel to the axis of rotation, but may not otherwise be siped, grooved or modified.

B. Tires must have a minimum tread depth of 2/32nds at two (2) points 180 degrees apart.

C. No recap and/or retread tires may be used.

D. Excluded tires: Tires may be excluded for, but not limited to, low volume production, extensive availability limitations and specialty design.

E. The tire must not appear on the following exclusion list, which may be altered at any time by the Time Trials Board (TTB) upon notification of membership.

- Kumho V720 ACR (less than minimum molded tread depth)

- Vitour Tempesta P1

1. The make and material of brake pad/shoe linings (friction material) may be changed.

2. Non-standard brake rotors may be used provided they are of equal or larger dimensions (diameter and thickness) and match the OE design and are constructed of the OE or heavier materials. Thickness includes the individual plates of a vented rotor, as well as the overall dimension. The diameter for replacement rotors is measured at the minimum outside dimension. Cross-drilled and/or slotted brake rotors may be fitted provided all such voids are within the disc area and comprise no more than 10% of that area.

3. Brake lines may be substituted with alternate DOT-approved flexible brake lines.

4. Alternate brake bleeder fittings (e.g., Speedbleeders®) are permitted. They may serve no other purpose.

5. Standard anti-lock braking systems (ABS) may be electrically disabled but may not be removed or altered in any other way.

6. Brake Rotors and Calipers may be swapped to OE option package configurations from the same model and generation of car, providing the rotor width and diameter are of equal or larger sizes and the number of caliper pistons is the equal or greater. The allowances from 1–5 also apply to option package swaps.

7. Air ducts may be fitted to the brakes and changes may be made to option-package lights, splash shields, backing plates, dirt shields and removable trim pieces to facilitate instillation and routing but not parts like bumper-covers. The intent is that altered parts are easily put back to “stock” or not cosmetically visible. Ducts or holes may serve no other purpose. Control arm mounted brake ducting, or air scoops, may also be fitted, providing they serve no other purpose.

The make of shock absorbers, struts and strut housings may be substituted providing that the number, type (e.g., tube, lever, etc.), system of attachment, material, design and attachment points are not altered, except as noted below. The interchange of gas and hydraulic shocks absorbers is permitted.

1. The shock may be OE or OE equivalent from other vehicles of the same model, not including vehicles on the exclusion list.

2. The shocks/struts may be from the manufacturer’s accessory catalog.

3. The shock must be on the "Alternate Approved Shock" list in these rules.

4. Any other allowed shock must be commonly available (or have been available) at SCCA supporting partner Tire Rack, for regular retail sales and without custom order and may not be height-adjustable. (E.g., no threaded body coil-overs or coil-over conversions.) Parts do not have to be sourced from the Tire Rack, but they must be as they would have come off the shelf from there (e.g., no revalving), or the shock must be on a specific approval list.

If you believe there is a commonly available retail unit which otherwise fits the intent of these Rules but is not on the "Alternate Approved Shock" list, or is not available at The Tire Rack you may write in for specific approval of that brand and model.

5. The following restrictions apply to any and all allowed shocks:

A. Only one shock damping adjustment control is allowed.

B. Suspension geometry and alignment capability, not including ride height, may not be altered by the substitution of alternate shock absorbers. Aftermarket strut housings are allowed provided that they meet the category shock requirements defined herein (i.e., that no suspension geometry changes result). This includes the position of the steering arm attachment point in the case of struts with integrated steering arms.

C. The mounting hardware shall be of the original type. The use of any shock absorber bushing material, including metal, is permitted. Pressed or bonded bushings may be removed from standard parts to facilitate the use of alternate bushings which fit in the original location without alterations to the part. This does not permit the use of an offset shock bushing. A shock absorber bushing may be implemented as a spherical bearing. The bushing attaching the end of a strut to the body or frame on a strut type suspension is a suspension bushing, not a shock bushing. For cars with a bayonet/shaft-type upper shock mount, this allowance permits the removal of the shock bushing from the upper mounting plate (e.g., drilling, cutting, burning out the bushing) and replacing it with another bushing. This also includes shock bushings located in control arms, etc. This does not allow other modifications to the plate itself or use of an alternate plate.

D. To facilitate the installation of commonly available aftermarket shock absorbers, struts, or strut inserts whose shaft size is larger than the center hole of an upper shock mount assembly, that hole may be enlarged by the minimum necessary to accommodate the shock shaft size, provided the following restrictions are met:

1. The enlarged hole must remain concentric with the original configuration.

2. The enlargement of the hole does not require modification of a bearing (as opposed to a washer, sleeve, or plate).

3. Neither the hole enlargement nor the location of the shock shaft changes any alignment parameter. Provided these constraints are met, this permits enlarging of the center hole in an upper shock mount with an integrated rubber bushing, where the bushing is integral to the mount and bonded to the plate and the mount is provided by the OE as an assembly. This includes drilling out and/or removal of the metal sleeve.

6. Bump stops may be substituted or modified, provided they are in the same location as stock. (Shocks/struts with an internal bump stop on the shock shaft meet this requirement.)

7. A hole may be added to interior body panels, the engine compartment, the trunk and/or a strut bar to provide access to the adjustment mechanism on a shock absorber. The hole may serve no other purpose and may not be added through the exterior body panels.

A set of springs or "Lowering Kit" may be substituted providing that the number, type, system of attachment and attachment points are not altered, except as noted below:

1. The set of springs/lowering kit may be OE from the same model and generation car.

2. The set of springs/lowering kit may be from the manufacturer’s accessory catalog.

3. Any other allowed set of springs or lowering kit must be commonly available (or have been available) at SCCA supporting partner Tire Rack, for regular retail sales and without custom order.

A. Parts do not have to be sourced from Tire Rack, but they must be as they would have come off the shelf from there, or the set of springs must be on a specific approval list.

B. If you believe there is a commonly available retail unit which otherwise fits the intent of these Rules but is not available at Tire Rack you may write in for specific approval of that brand and model.

Substitution, addition or removal of sway bars (at one or both ends of the car) and supporting hardware (brackets, end links, bushings, etc.) is permitted, subject to the following restrictions.

1. Substitution, addition or removal of sway bars may serve no other purpose than that of a sway bar.

2. No modification to the body, frame, or other components to accommodate sway bar addition or substitution is allowed. Non-standard lateral members which connect between the brackets for the bar are not permitted.

3. A substituted sway bar must run the OE route, and mount to the OE places.

4. The sway bar and mounting brackets may be OE from the same model car.

5. The sway bar may be from the manufacturer’s accessory catalog.

6. Any other allowed sway bar must be commonly available (or have been available) at SCCA supporting partner Tire Rack, for regular retail sales and without custom order.

A. Parts do not have to be sourced from Tire Rack, but they must be as they would have come off the shelf from there, or the set of springs must be on the specific alternate approval list.

B. If you believe there is a commonly available retail unit which otherwise fits the intent of these Rules but is not available at Tire Rack you may write in for specific approval of that brand and model.

C. Tire Rack availability is not required for brackets, end links and other mounting hardware.

You can install a 2-point strut brace if there were no strut braces, or replace a 2-point with a 2-point, or replace a 3-point with a 3-point.

1. Both the front and rear suspension may be adjusted through their designed range of adjustment by use of factory adjustment arrangements or by taking advantage of inherent manufacturing tolerances. This encompasses both alignment and ride height parameters if such adjustments are provided by the standard components and specified by the factory as normal methods of adjustment. However, no suspension part may be modified for the purpose of adjustment unless such modification is specifically authorized by the factory shop manual.

2.If offered by the manufacturer for a particular model and year, the use of shims, special bolts, removal of material to enlarge mounting holes, and similar methods are allowed, and the resulting alignment settings are permitted even if outside the normal specification or range of specifications recommended by the manufacturer. If enlarging mounting holes is specifically authorized but no material removal limits are specified, material removal is restricted to the amount necessary to achieve the maximum factory alignment specifications. The use of alignment lockout kits is allowed, provided it does not allow adjustment beyond what is capable with the factory hardware.

3. Ride height may only be altered by factory adjustments or as incidental to allowed modifications.

4. Changes in alignment parameters that result directly from the use of the allowed components are permitted.

5. For strut-type suspensions, either camber bolts or camber plates may be installed, provided they are a commercially available product intended for the specific application. Resulting ride height changes from installation are permitted. For camber bolts, modification of the strut ears is not permitted unless specified in the service manual or a TSB by the manufacturer, and a maximum of one camber bolt per corner is allowed. For camber plates, any type of bearing or bushing may be used in the camber plate attachment to the strut. The drilling of holes to allow installation is not permitted. The center clearance hole may not be modified.

1. The make of spark plugs, points, ignition coil and high-tension wires is unrestricted including spark plug wires having an in-line capacitor. Substitution or addition of ignition coil mounting brackets is permitted, provided they affix to the original standard location and serve no other purpose. (Modification of the distributor cap for the purpose of installing allowed non-standard components is not permitted.)

2. On cars made prior to January 1, 1968, any ignition system using a standard distributor without modification may be used.

3. Ignition settings may not be mechanically adjusted outside factory specifications.

4. Additional battery hold-down hardware may be added to supplement the standard equipment in order to meet safety inspection requirements. It may serve no other purpose.

5. Tire pressure monitoring systems (TPMS) may be disabled. Altering the signal to the TPMS is permitted.

6. On cars without the ability to turn off anti-lock braking systems (ABS), electronic stability control and/or traction control (ESC/TC) from the manufacturer, modifications to defeat the ABS/ESC/TC are permitted. These modifications are limited to altering the inputs to the ABS/ESC/TC processor (e.g., removing fuses, unplugging yaw or steering angle sensors, altering signals, etc.) and may serve no other purpose. Any codes or error lights resulting from ABS/ESC/TC modifications are permitted.

7. On cars equipped with computer-aided gear selection or “skip-shift” features from the manufacturer, modifications to defeat the skip-shift feature are permitted any may serve no other purpose.

8. On cars with electronically-controlled exhaust pipe valving downstream of the catalytic converter, devices may be added to satisfy the PCM/ECU provided the OE component is still installed. Such devices shall perform no other function.

9. The addition of electrical grounding cables and associated distribution blocks/terminals is permitted. Holes may be drilled for mounting only. This does not permit the use of electrical enhancement components such as condensers, voltage controllers, etc.

1. OE traction control systems may be electrically disabled, but not removed or altered in any other way.

2. The engine management system parameters and operation of internal combustion engines may be modified only via the methods listed below.

A. OE ECU software may be reprogramed, but no changes to the factory ECU hardware are permitted.

B. Any OE OBD2 or newer communications port functionality must remain.

C. The Check Engine Light (CEL) or Malfunction Indicator Light (MIL) may be disabled via software.

D. Only OE sensors may be used for engine management.

E. Ignition timing may be set at any point on factory adjustable distributor ignition systems.

1. The air intake system up to, but not including, the engine inlet may be modified or replaced.

A. The engine inlet is the throttle body, carburetor, compressor inlet, or intake manifold, whichever comes first relative to the intake flow.

B. The existing structure of the car may not be modified for the passage of ducting from the air cleaner to the engine inlet. Holes may be drilled for mounting.

C. Emissions or engine management components in the air intake system, such as a PCV valve or mass airflow sensor, may not be removed, modified, or replaced, and must retain their original function along the flow path.

1. Engine cooling radiators may be replaced or added with alternate parts subject to the following restrictions:

A. Radiator core dimensions (width, height, thickness) cannot be smaller than the standard part.

B. Radiator must mount to OE radiator mounts.

C. Fluid capacity and dry weight of the radiator must be no less than that of the standard part. Installation of an alternate radiator may serve no other purpose (e.g., to allow a cold air intake passage).

D. The installation of water expansion tanks is allowed. A water expansion tank is the container which catches overflow coolant.

E. Thermostats may be added or substituted. A thermostat is a device which controls the passage of water.

F. Modifications necessary for additional radiators must be the minimum required for installation.

1. Engine Service Limits

A. Engines may be rebored to the manufacturer’s first standard overbore, not to exceed 0.020 inch (0.508 mm). Sleeving is allowed to repair to the standard bore. Only OE-type standard or first overbore pistons of the same configuration and of the same or greater weights are permitted. No interchange between cast and forged pistons is allowed.

B. Valve seats and guides in older engines originally designed for leaded fuel may be only substituted with alternate components if the dimensions are the same as those of the standard components.

1. Transmission and differential coolers and lines may be added.

2. Shifter bushings may be replaced; non-metal bushings may not be replaced with metal bushings.

1. Any part of the exhaust system beyond (downstream from) the last catalytic converter, if so equipped, may be substituted or removed provided the system exits the car in the original location and meets safety requirements.

2. Vehicles equipped with exhausts that exit in multiple locations may change to a single outlet in any of the original locations.

3. Stainless steel heat exchangers are permitted only if the physical dimensions and configuration remain unchanged.

4. Modifications of any type, including additions to or removal of, the catalytic converters, thermal reactors, or any other pollution control devices in the exhaust system are not allowed and the system must be operable.

5. Replacement catalytic converters must be OE if the vehicle has not exceeded the warranty period as mandated by the EPA. Converters must be of the same type and size and used in the same location as the original equipment converter(s). This does not allow for a high-performance unit. If the vehicle has exceeded the warranty period, replacement catalytic converters must be OE-type.

6. Exhaust hangers which are welded on the car are considered part of the body and may not be changed or removed.

1. Any oil filter may be added if not originally equipped. Canister-type oil filters may be replaced with a spin-on type filter using a minimum amount of hardware and connecting lines.

2. Any oil or grease, including synthetic, is permitted.

3. Coolers and lines may be added for lubricating and hydraulic-type fluids (i.e. not fuel).

4. The installation of oil catch tanks or oil separators is allowed provided the function of the PCV system remains intact.

5. Cars with combustion chamber oil injection systems (such as those in rotary engines) may supplement the standard engine lubrication with additional oil supplied through the standard fuel delivery system.

1. Engine “dress-up” items such as chrome dipsticks and non-standard filler caps are permitted, provided they serve no other purpose.

2. Upper engine shields made of plastic material, the purpose of which is to hide mechanical components in the engine compartment, may be removed if they have a solely aesthetic and/or acoustic function.

3. Silicone replacement hoses are permitted as alternate components provided they meet standard parameters with regard to size, shape, location, and performance equivalence.

Where a car is out of production and the manufacturer is either out of business, stocks no parts or no longer has a required part, a part of any origin but as similar as possible to the original may be substituted.

1. The entrant must be prepared to show documentary evidence that one of the three circumstances above applies and that the substituted part is as similar as possible under the circumstances.

2. Substitute parts which provide improvements in performance (e.g., superior gearing, lighter weight, better camshaft profile, etc.) are not permitted under this allowance.

1. Sport and Tuner Category vehicles will use fuel which is “Federally approved for use on public highways.” This does not allow racing-type fuels which are available at service station pumps.

2. Fuels comprised of more than 15% ethanol may only be used when specified by the manufacturer for regular road use (e.g., in the owner’s manual for flex-fuel vehicles, not including emergency situations).

3. Propane or Compressed Natural Gas (CNG) fuel may be used in any category provided that the following conditions are met:

A. The tank must be located in a safe location on the car and be firmly and securely mounted. This does not permit the cutting of vehicle sheet metal (e.g., the trunk floor) for tank installation.

B. The tank must conform to Federal and local container standards and have an emergency relief/cut-off control.

C. For use of propane or CNG as a fuel, no changes to the induction system of the engine may be made with the exception of the necessary fuel lines to the carburetor or fuel injection. There may also be no other engine parts changed.

D. The entire system must meet local ordinances covering the use and transmission of compressed gas.

E. Propane or CNG may not be used in combination with another fuel.

This is where we're going to put cars that might not quite meet the rules, but we think they can go in this category anyway. Only one Alternate Motorsport Allowance can be used at a time! Your car must be built specifically for one of the series mentioned below vs running another Alternate Motorsport Series allowance to compete there. Example: Spec e46 cannot use the SCCA Road Racing T3 allowance to then run in Tuner.

1. Cars listed as eligible in and prepared to the current SCCA Solo Street Category Rules are permitted to compete in their listed Time Trials Sport classes and are not restricted to Sport Class tire-width limits. Solo SSR-class vehicles are restricted to Sport Category minimum tread wear ratings. Vehicles with this allowance are not permitted to interchange preparation Rules.

2. Cars listed as eligible in and prepared to the current SCCA Autocross Solo Spec Coup (SSC) Rules are permitted to compete in Time Trials Sport Class 5 (S5). SSC cars with this allowance are not permitted to interchange preparation Rules and must run on the spec tire.

3. Cars listed as eligible in and prepared to the previous SCCA Road Race Showroom Stock Rules are permitted to compete in their respective Time Trials Sport classes provided they run on Time Trials legal tires. Vehicles with this allowance are not permitted to interchange preparation Rules otherwise.

We're gonna put some of the coolest cars here. Part of what will be cool about them is they are awesome enough to be on the exclusion list.

The Tuner Category is meant for street-driven cars with bolt-on modifications that offer a degree of adjustability. Vehicle modifications are meant to fit between the current Sport and Max Categories, providing a natural competition outlet for auto enthusiasts using sports cars and sedans equipped with common suspension and engine modifications compatible with street use.

Modifications must still be bolt-on modifications; in most cases bolting to the OE locations, but different from Sport Category these parts may be more "tunable." Items like adjustable ride-height coilovers, more complex sway bars and, for some cars, ECU hardware changes are allowed. Suspension geometry-altering items like bump-steer correction or roll-center correction kits will not be allowed. As this is a street car, aftermarket aero items such as wings, splitters, spoilers and diffusers will not be allowed.

Tuner Category is a restricted ruleset. If a modification is not specifically authorized in these Rules, it is not allowed. (If it doesn’t say you can, you can’t.)

1. Vehicles running in Sport, Tuner and Max Categories must meet Safety Level 1 Standards.

A. Roll bars, cages, racing harnesses and other safety equipment may be added, and must meet manufacturers' guidelines for installation. It is highly recommended that they at least meet the minimum for Safety Level 2 or Safety Level 3 Standards.

B. Nothing in the rules prevents you from adding safety equipment; the minimum amount of modification to install safety equipment is allowed.

C. To facilitate safety, vehicles that have an added roll bar (4-points) may remove carpet, seats and trim (including convertible tops) behind the front seats. Vehicles that have an added roll cage (6-points) may remove carpet, seats and trim (including convertible tops) other than the dash.

2. Fuel cells may be used in cars with the following restrictions and allowances:

A. Any replacement fuel cell should be constructed and installed to racing standards. (E.g., FIA/SFI approval, fuel cell enclosure, bladder, and foam baffling.)  

B. OE lines may be replaced in conjunction with a fuel cell provided they are shielded.

C. Any fuel lines—including gauge and vent lines—that pass into or through the driver/passenger compartment, shall be of steel tube or metal braided hoses or bulkheaded.

D. Drivers of cars with modified or replaced OE fuel lines or tanks must wear a suit, shoes, gloves and underwear as specified in SCCA Time Trials Safety Level 2 Standards.

E. Vehicles with modified or replaced OE fuel lines or tanks must have an on-board fire suppression (fire bottle or system) meeting SCCA Time Trials Safety Level 2 Standards.

F. Participants are cautioned that this is not an allowance to maximize fuel delivery by installing higher-performance parts than authorized by category rules. (E.g., installing an upgraded fuel pump if it's not otherwise allowed.)

1. To be eligible for Sport Category:

A. A minimum of 1,000 of that model must have been produced that model year for road use.

B. The vehicle must be capable of being licensed for normal road use in North America and delivered through the manufacturer's North American retail sales outlets.

The following items are guidelines for general repair and modifications in Sport and Tuner Categories:

A. Other than when necessary for safety enhancements, an authorized addition, modification, substitution or removal may not perform a prohibited function nor does it permit the addition, modification, substitution or removal of any other component unless it is specifically authorized.

B. Any part which becomes partially or completely detached during on-track sessions must be fixed and inspected by officials before that vehicle can return to the track. If the part is an aerodynamic addition, the part shall be completely removed for the remainder of the competition.

C. Parts (other than brakes and fluids) are not permitted to be replaced or changed after the car has passed tech inspection unless an Event Official has determined the part to be unsafe or broken badly enough that not changing it would keep the participant from the event.

D. Expendable replacement parts (e.g., bearings, seals, gaskets, filters, belts, bolts, bulbs, batteries, clutch discs, pressure plates, suspension bushings, drivetrain mounts, fenders, trim pieces, fuel filler caps, electrical sensors, etc.) may be used provided they are essentially identical to the standard parts (e.g., have the same type, size, hardness, weight, material, specifications, etc.), are used in the same location, and provide no performance benefit. These allowances are strictly to allow components to be replaced from alternate sources other than the original manufacturer. They should not be construed as an allowance to replace components with those which could be considered a “higher performance” alternative.

E. Any repairs must comply with factory-authorized methods and procedures, or industry standard methods, as follows: If the OE does not provide an appropriate method of repair, industry standard methods and procedures may be used. Such repairs may not result in a part or combination of parts that provides a competitive advantage (e.g., significant change to weight, suspension control, power, etc.) as compared to the standard part(s). Competitors are strongly cautioned to use this allowance to make common-sense repairs only. It is not permitted to use non-compliant parts even if they have been set to OE specifications.

F. Items which do not require the modification or replacement of existing parts and do not increase the peak performance of the vehicle are permitted. (E.g., a turbo or alternator blanket.)

G. Except for authorized modifications, other modifications or equipment will place the car in higher levels as appropriate. Configurations involving damaged parts (e.g., blown fuses) are not typically authorized by the manufacturer and hence are not allowed.

H. Vehicles may be street-driven cars, and SCCA does not encourage or condone the breaking of laws governing pollution control systems or the alteration of street-driven vehicles contrary to state and Federal laws regarding their use. It continues to be the responsibility of the individual to comply with such state and federal laws.

1. A hole may be added through the bodywork to route a remote reservoir for shocks/struts and hose to a remote mounting location. Such holes may serve no other purpose.

2. Any steering wheel may be used. An alternate steering wheel assembly—including all mounting hardware—which replaces an airbag-equipped wheel is not required to have an airbag. An alternate wheel is not required to have a horn button.

3. Any shift linkage may be used.

1. Front hoods, engine covers, trunk lids and hatches not containing glass, front fenders, rear fenders not part of chassis structure (unibody), front and rear bodywork, and side skirts may be replaced with factory parts or exact duplicates in order to facilitate allowed modifications.

2. Vehicles with removable hardtops may use an exact replica hard top including one made of of alternate materials. Replacement pieces must be able to use OE hinges and latching mechanisms as standard.

3. Factory rub strips may be removed.

4. OE “pop-up” headlights may be replaced with static headlights, provided the replacement units are intended for automobile use on public roads as a primary means of illumination, and retain high and low beams as originally provided by the manufacturer. Minor repositioning of the headlights can accommodate the alternate headlight, but the unit may not be relocated, and the repositioning may serve no other purpose. All associated hardware may be removed, replaced or modified.

5. Fenders may be rolled but not flared, but no material may be added or removed, pinch-welds may not be expanded, nor may the general shape and contour of the fender be modified.

6. Commercially available bodywork cladding, molding, trim, accessories, lights and other appearance modifications including flexible “chin lips,” which have little or no effect on performance and/or handling and do not materially reduce the weight of the car are permitted. The addition of small holes for attachment hardware for cosmetic modifications is implicit (e.g., holes for fasteners to mount side skirts).

This allowance – seemingly grey for any SCCA traditionalists – is to encompass exactly what it says. Cosmetic items. This is intended to allow mass-produced aftermarket items which resemble what a factory accessory catalog or auto-parts store accessory isle might have. Meaning, this allowance is for items which may look like performance parts but do not change anything which could affect warranties by increasing stress/improving performance.

1. Any width or diameter wheel and wheel spacers may be used provided it complies with the following:

A. Non-metallic wheels must be certified/approved from an appropriate, recognized standards organization. (e.g., FIA, SFI, SAE, TUV, etc.)

B. Wheel spacers are permitted.

C. Wheel studs, lug nuts, valve stems (including pressure-relief types) and/or bolt length may be changed. Wheel bolts may be replaced with studs and nuts, but the number of fasteners may not be changed.

D. Tire pressure monitoring sensors may be removed.

E. Centerlock/spline drive/knock-off type hubs may be converted to lug-type hubs.

2. There are no wheel weight restrictions in Tuner Category.

1. Tires must meet the eligibility and use requirements of the Sport Category, but do not have to meet Sport Category width limits.

2. Tuner Tire Width Limits

Tires shall have a section width up to and including the following (mm):

3. Cars in Tuner Classes 2–5 and are otherwise legal for Tuner Category may bump up classes based on tire size. Cars in Tuner 1 with oversized tires will go into their appropriate Prepped or Max Category class.

1. Non-standard brake rotors may be used provided they are of equal or larger dimensions. Nominal reductions in rotor thickness or diameter in common big brake kits are permitted.

2. Aluminum rotor hats are allowed.

3. Cars originally equipped with solid (non-vented) rotors may utilize vented rotors.

4. Brake calipers and mounting brackets may be replaced provided they bolt to the standard locations and the number of or surface area of pistons is equal to or greater than standard. A functioning emergency brake of the same type, operation, and actuation as OE must be present. Drum brakes may be replaced with disc brakes of a diameter equal to or greater than the inside diameter of the standard drum. Such conversions must be bolted, not welded, to the axle/trailing arm/upright and must include an integral, redundant emergency brake. Changes to backing plates/dust shields/brake lines to accommodate these changes are permitted but may serve no other purpose.

5. Air ducts may be fitted to the brakes and changes may be made in the body/structure for their use. Ducts or holes may serve no other purpose. Backing plates and dirt shields may be modified or removed.

6. A single brake master cylinder brace may be added provided it is bolt-on and serves no other purpose.

Steering rack bushings may be replaced but must attach in the factory location(s) without additional modification or changes. Steering rack position may not be changed. The amount of metal in a replacement bushing may not be increased relative to the amount of metal found in a standard bushing for the particular application. Solid metal bushings are specifically prohibited. This does not allow shimming or otherwise relocating the steering rack.

1. Shocks and Strut Replacement Allowances:

A. Any shock absorbers may be used.

B. Shock absorber mounting brackets which serve no other purpose may be altered, added, or replaced, provided that the attachment points on the body/frame/subframe/chassis/suspension member are not altered. This installation may incorporate an alternate upper spring perch/seat and/or mounting block (bearing mount). The system of attachment may be changed.

C. The number of shock absorbers shall be the same as standard.

D. No shock absorber may be capable of adjustment while the car is in motion, unless fitted as original equipment.

E. MacPherson strut equipped cars may substitute struts and/or may use any insert. This does not allow unauthorized changes in suspension geometry or changes in attachment points (e.g., affecting the position of the lower ball joint or spindle). It is intended to allow the strut length changes needed to accommodate permitted modifications which affect ride height and suspension travel.

2. The following additional allowances apply to cars originally equipped with separate spring and shock absorber assemblies.

A. Coil springs may be relocated so they encircle the body of the shock absorber in a “coilover” configuration.

B. Coil spring perches may be modified, added, or replaced and their position may be adjustable.

C. Additional bolt holes may be drilled for coilover assembly mounting brackets. This does not permit any modifications to the frame or unibody beyond the allowed mounting holes.

Springs must be of the same type as the original (e.g., coil, leaf, torsion bar, bellows) and except as noted herein, must use the original spring attachment points. This permits multiple springs, if they use the original mount locations. Coil spring perches originally attached to struts or shock absorber bodies may be changed or altered and their position may be adjustable. Spacers are allowed above or below the spring. Coil springs may incorporate spring rubbers. Suspension bump stops may be altered or removed. For cars originally equipped with transverse leaf springs, spring type may be changed to a coil spring. Spring perches may be added to shock absorbers for mounting coil springs in a “coilover” configuration.

Substitution or removal of sway bars (at one or both ends of the car) and supporting hardware (brackets, end links, bushings, etc.) is permitted. Tow hooks may be removed for the instillation of sway bars.

Strut bars are permitted with all types of suspension, subject to the following constraints:

1. A 2-point strut bar may be added, removed, modified, or substituted, but only with another 2-point strut bar.

2. A triangulated (3-point) strut bar may be removed, modified, or substituted; substitution may be with either a triangulated or a 2-point strut bar. The connection to the chassis (e.g., firewall, bulkhead) must be in the standard location.

3. Lower suspension braces must be attached to the lower suspension pickup point locations on the chassis within 2 inches (50.8mm) in any direction of the actual suspension attachment to the chassis.

4. Except for standard parts, no connections to other components are permitted. Additional holes may be drilled for mounting bolts. Only “bolt-on” attachment is permitted. Interior trim panels may be modified to allow installation of strut bars. Holes or slots may be no larger than necessary and may serve no other purpose. This does not permit any modifications to the frame or unibody beyond the allowed mounting holes.

1. Ride height may only be altered by suspension adjustments, the use of spacing blocks, leaf spring shackles, torsion bar levers, or change or modification of springs or coil spring perches. This does not allow the use of spacers that alter suspension geometry, such as those between the hub carrier and lower suspension arm.

2. Suspension bushings may be replaced with bushings of any materials (except metal) if they fit in the original location. Offset bushings may be used. The use of replacement bushings with an amount of metal greater than the amount found in the standard bushing for that particular application is limited to one link or arm per corner of the vehicle, with the same link or arm being chosen on both sides of an axle. On double/unequal arm (e.g., wishbone, multi-link) suspensions located on the steering axle of the vehicle, the use of replacement bushings with an amount of metal greater than the amount found in the standard bushing for that particular application is allowed only if there are no other replacement bushings on that axle that result in changes to alignment parameters, such as offset bushings. In a replacement bushing, the amount of metal in a replacement bushing may not be increased relative to the amount of metal found in a standard bushing for the particular application. Solid metal bushings are specifically prohibited unless there is a solid metal bushing as an OE part for the specific year/make/model. This does not authorize a change in type of bushing (e.g., ball and socket replacing a cylindrical bushing) or use of a bushing with an angled hole whose direction differs from that of the original bushing. If the standard bushing accommodated multi-axis motion via compliance of the component material(s), the replacement bushing may not be changed to accommodate such motion via a change in bushing type, for example to a spherical bearing or similar component involving internal moving parts. Pins or keys may be used to prevent the rotation of alternate bushings but may serve no other purpose than that of retaining the bushing in the desired position.

3. The following allowances apply to strut-type suspensions. Adjustable camber plates may be installed at the top of the strut and the original upper mounting holes may be slotted. The drilling of holes to perform the installation is permitted. The center clearance hole may not be modified. Any type of bearing or bushing may be used in the adjustable camber plate attachment to the strut. The installation may incorporate an alternate upper spring perch/seat and/or mounting block (bearing mount). Any ride height change resulting from installation of camber plates is allowed. Caster changes resulting from the use of camber plates are permitted.

4. Camber bolts may be installed providing these parts use the original, unmodified mounting points and meet the restrictions specified in Sport Category. Caster changes resulting from the use of camber bolts are permitted.

5. Camber kits (also known as camber compensators) may be installed. These kits consist of either adjustable length arms or arm mounts (including ball joints) that provide a lateral adjustment to the effective length of a control arm. Alignment outside the factory specifications is allowed. The following restrictions apply:

A. On double/unequal arm (e.g., wishbone, multi-link) suspensions, only the upper arms OR lower arms may be adjustable, but not both. Non-integral longitudinal arms that primarily control fore/aft wheel movement (e.g., trailing arm(s) or link(s) of a multi-link suspension) may not be replaced, changed, or modified.

B. On arm-and-strut (MacPherson/Chapman) suspensions, the lower arms may be adjustable OR other methods of camber adjustment as allowed by the previous sections may be used, but NOT both.

C. The non-adjusting control arms for vehicles having integral bushing/arm assemblies may be replaced subject to the following restrictions.

a. Arm length must remain the same as OE.

b. The part may not be adjustable.

c. The replacement arms must attach to the original standard mounting points. All bushings must meet the requirements of this section. Intermediate mounting points (e.g., shock/spring mounts) may not be moved or relocated on the arm. The knuckle/bearing housing/spindle assembly cannot be modified or replaced.

d. Any allowed arm must be commonly available (or have been available) at SCCA supporting partner Tire Rack, for regular retail sales and without custom order. Parts do not have to be sourced from Tire Rack, but they must be as they would have come off the shelf there, or the part must be on a specific approval list.

e. If you believe there is a commonly available retail unit which otherwise fits the intent of these Rules but is not available at Tire Rack you may write in for specific approval of that brand and model.

6. On swing or trailing arm suspensions, the main arms may not be modified or replaced, but lateral locating links/arms may be modified or replaced.

7. Front wheel drive (FWD) cars with rear beam axles may use shims between the rear axle and hubs.

8. The replacement arms or mounts must attach to the original standard mounting points. All bushings must meet the requirements of Tuner Category Rules. Intermediate mounting points (e.g., shock/spring mounts) may not be moved or relocated on the arm, except as incidental to the camber adjustment. The knuckle/bearing housing/spindle assembly cannot be modified or replaced.

9. Changes in suspension geometry are not allowed except as incidental to the effective arm length change.

Note: Many modern suspension designs known by other names, actually function as double A–arm designs. These include the rear suspensions on 1988-on Honda Civic/Integra, Chrysler/Plymouth/Dodge Neon, BMW E36, and most “multi-link” and are covered by the double/unequal arm rule.

10. On strut-equipped cars, the strut’s lower integral mounting bracket, for attachment to the upright or spindle, is unrestricted provided it attaches to the standard location. Any resulting change to the position of the strut centerline is allowed. Such brackets shall serve no other purpose. This does not allow for changes to the integral steering arm on cars that have the steering arm integrated with the strut body.

11. Changes in alignment parameters that result directly from the use of the allowed components are permitted. For example, the dimensional changes resulting from the use of a cylindrical offset bushing that meets the restrictions of Tuner Category Rules are allowed, including those resulting from a change in the pivoting action to:

A. About the mounting bolt, or

B. About the bushing itself.

12. Subframe mount bushings may be replaced but must attach in the standard location(s) without additional modification or changes. Subframe position may not be changed. The amount of metal in a replacement bushing may not be increased relative to the amount of metal found in a standard bushing for the particular application. Solid metal bushings are specifically prohibited unless there is a solid metal bushing as an OE part for the specific year/make/model on a trim level classed in Tuner Category.

13. The following list is Solid Axle Rear Wheel Drive (RWD) Suspension Allowances:

A. Addition or replacement of suspension stabilizers (linkage connecting the axle housing or De Deion to the chassis, which controls lateral suspension location) is permitted.

B. Traction bars or torque arms may be added or replaced.

C. A Panhard rod may be added or replaced.

D. The upper arm(s) may be removed, replaced, or modified and the upper pickup points on the rear axle housing may be relocated.

E. The lower arms may be replaced or modified and the lower pickup points on the rear axle housing may be relocated.

F. Differential covers and attaching hardware may be replaced.

G. Methods of attachment and attachment points are unrestricted but may serve no other purpose (e.g., chassis stiffening). This does not authorize removal of a welded-on part of a subframe to accommodate the installation.

The following non-adjustable control arms not available at Tire Rack are allowed in SCCA Time Trials Tuner Category:

There are no models listed at this time.

Longitudinal (fore-aft) subframe connectors (SFCs) are permitted with the following restrictions:

1. They must only connect previously unconnected boxed frame rails on unibody vehicles.

2. Each SFC must attach at no more than three (3) points on the unibody (e.g., front, rear, and one point in between such as a seat mount brace or rocker box brace).

3. SFCs must be bolted in place and not welded.

4. No cutting of OE subframes or floorpan stampings is permitted. Drilling is permitted for mounting bolts only.

5. No cross-car/lateral/triangulated connections directly between the driver’s side and passenger’s side SFCs are permitted. Connections to OE components such as tunnel braces or closure panels via bolts are allowed and count as the third point of attachment. No alteration to the OE components is permitted.

6. SFCs may not be used to attach other components (including but not limited to torque arm front mounts or driveshaft loops) and may serve no other purpose.

Except for those with electric and hybrid powertrains, Tuner Category vehicles may do everything allowed in Sport Category plus the list below.

1. OE traction control systems may be electrically disabled, but not removed or altered in any other way.

2. The make, model number and size of the battery may be changed, but not its voltage.

3. Relocation of the battery or batteries is permitted but not into the passenger compartment. If the battery is relocated and the original battery tray can be removed by simply unbolting it, the tray may be removed or relocated with the battery. Holes may be drilled for mounting or passage of cables. Longer or shorter cables may be substituted to permit relocation.

4. The number of battery or batteries may not be changed from standard. The area behind the rearmost seat is not considered to be within the passenger compartment. The area under the rearmost seat is within the passenger compartment.

5. Holes may be drilled in the firewall to permit passage of electrical wiring. It should be no larger than necessary to facilitate allowed modifications in this section and shall serve no other purpose.

6. Any starter, generator or alternator may be used in the original position. An alternator or generator must have an electrical output (including amperage) equal to or greater than the original equipment unit. Any generator or alternator pulley and belt of the same type as standard may be used.

7. Electrically driven fans are allowed. Flex fans are not allowed.

In addition to the Sport Category allowed modifications, the following modifications may be made to Tuner Category ECU/engine controls:

1. For all model years, the following allowances apply:

A. The standard PCM/ECU may be re-programmed without restriction.

B. Fuel pressure regulator(s) may be replaced in lieu of electronic hardware or software alterations. It is not permitted to mechanically alter the fuel pressure regulation AND make other hardware or software changes to engine operation.

C. Ignition timing may be set at any point on factory-adjustable distributor ignition systems.

D. Alternate computer control modules may be used whenever an equivalent change to the conventional system is allowed. For example, alternate computer module control of ignition settings or fuel injection is allowed.

2. 1995 and older vehicles, in addition, may replace the standard PCM/ECU without restriction.
3. Boost may be controlled through a mechanical boost controller.

In addition to the Sport Category allowed modifications, the following modifications may be made to Tuner Category vehicle intakes:

1. Intercoolers
As utilized only on engines originally equipped with forced induction, induction charge heat exchangers (also known as “intercoolers” or “charge air coolers” [CACs]) are unrestricted in size and configuration and are subject to the following restrictions: 

1. Air-to-air CACs and radiators for air-to-liquid CACs must be cooled only by the atmosphere except for standard parts.

2. Body panels, fascias, or structural members may not be cut or altered to facilitate CAC installation.

2. Charge Pipes
Charge pipes may be modified or replaced. Replacement charge pipes may delete or block off factory pipes designed to enhance intake sounds (“noisemakers”). Modification or deletion of vehicle components (e.g. plastic shrouds, wheel well liners) to permit routing of alternate charge pipes is not allowed.

3. Compressor Bypass Valves
Compressor Bypass Valves (CBVs), blow-off valves, and pop-off valves may be replaced or modified.

1. Engine cooling radiators may be replaced or added with alternate parts subject to the following restrictions:

A. Radiator core dimensions (width, height, thickness) cannot be smaller than the standard part.

B. Radiator must mount to OE radiator mounts.

C. Fluid capacity and dry weight of the radiator must be no less than that of the standard part. Installation of an alternate radiator may serve no other purpose (e.g., to allow a cold air intake passage).

D. The installation of water expansion tanks is allowed. A water expansion tank is the container which catches overflow coolant.

E. Thermostats may be added or substituted. A thermostat is a device which controls the passage of water.

F. Modifications necessary for additional radiators must be the minimum required for installation.

1. Engine Service Limits

A. Engines may be rebored to the manufacturer’s first standard overbore, not to exceed 0.020 inch (0.508 mm). Sleeving is allowed to repair to the standard bore. Only OE-type standard or first overbore pistons of the same configuration and of the same or greater weights are permitted. No interchange between cast and forged pistons is allowed.

B. Valve seats and guides in older engines originally designed for leaded fuel may be only substituted with alternate components if the dimensions are the same as those of the standard components.

1. Limited Slip Differentials (LSD): Any mechanical LSD unit is permitted. Final drive ring and pinion gears may be replaced with alternate parts, provided the final drive does not change.

2. Any mechanical shift linkage may be used.

3. Any clutch disc and pressure plate of stock diameter and design may be used, provided that they can be bolted directly to an unmodified stock flywheel.

4. Alternate flywheels are permitted. Flywheel material shall be the same type as OE and the ring gear diameter must be the same as the OE flywheel.

5. Any transmission mount is allowed provided it attaches only to the original mounting points, does not relocate the transmission (other than incidental to changes in compliance material), and weighs no less than the OE mount. The amount of metal in a replacement bushing may not be increased relative to the amount of metal found in a standard bushing for the particular application. Solid metal bushings are specifically prohibited. All components between the transmission and the mounting structure are considered to be part of the mount assembly.

6. Differential mount bushings may be replaced but must attach in the standard location(s) without additional modification or changes. Differential position may not be changed. The amount of metal in a replacement bushing may not be increased relative to the amount of metal found in a standard bushing for the particular application. Solid metal bushings are specifically prohibited.

7. Electronic Transmission/Differential Control

1. The Transmission Control Unit (TCU) may be re-programmed. This allowance only applies to modification of transmission behaviors and does not extend to re-programming any other components.

2. Electronic differentials may be re-programmed. This allowance only applies to changing differential behaviors and does not extend to re-programming any other components.

1. Exhaust manifolds, headers, downpipes, and associated EGR tubes may be replaced with alternate units. Exhaust exit may be relocated provided it meets safety requirements. Relocation of the oxygen sensor on the header is permitted. Exhaust heat shields which cover only, and attach solely to, these parts may also be replaced, removed, or modified. All other exhaust heat shields may be modified the minimum amount necessary to accommodate allowed alternate exhaust components. Mounting brackets/hardware which serve no other purpose are considered part of the exhaust components.

2. Catalytic converters – Any catalytic converters are allowed, provided they meet the following restrictions.

A. Catalytic converters must attach within 18” (457.2 mm) of the original unit.

B. Multiple catalytic converters may be replaced by a single unit.

C. The inlet of the single replacement converter may be located no further downstream than 18” (457.2 mm) along the piping flow path from the original exit of the final OE converter.

D. The extents of an OE converter are defined by the expansion chamber in which the catalyst is contained, regardless of placement within larger exhaust sections.

E. Replacement converters must have a minimum catalyst density of 100 cells per inch and minimum substrate length of 3” (76.2 mm).

Note: The SCCA does not encourage or condone the breaking of laws governing pollution control systems or the alteration of street-driven vehicles contrary to state and Federal laws regarding their use. It continues to be the responsibility of the individual to comply with such state and federal laws.

1. Oil pans, oil-pan baffles, windage trays, oil pickups and differential covers may be modified or substituted with the following restrictions:

A. Addition or modification of crankshaft scrapers is not allowed.

2. Engine oil, transmission fluid, differential fluid and power steering fluid coolers may be added or substituted (including oil to coolant heat exchangers), but may not serve any additional purpose.

3. Oil accumulators and associated hardware may be installed given it serves no other purpose. If any portion of the oiling system is inside the driver compartment, the vehicle and driver must meet safety level 2 standards at a minimum.

The following external engine components may be changed or replaced, with the listed restrictions:

1. Any accessory pulleys and belts of the same type (e.g., V-belt, serpentine) as standard may be used. This allowance applies to accessory pulleys only (e.g., alternator, water pump, power steering pump and crankshaft drive pulleys). It does not allow replacement, modification, or substitution of pulleys, cogs, gears or belts which are part of cam, layshaft, or ignition drive or timing systems, etc. Any crankshaft damper or pulley may be used. SFI-rated dampers are recommended. Supercharged cars may not change the effective diameter of any pulley which drives the supercharger.

2. Any engine mount is allowed provided it attaches only to the original mounting points, does not relocate the engine (other than incidental to changes in compliance material), and weighs no less than the OE mount. The amount of metal in a replacement bushing may not be increased relative to the amount of metal found in a standard bushing for the particular application. Solid metal bushings are specifically prohibited. All components between the engine and the mounting structure are considered to be part of the mount assembly.

Where a car is out of production and the manufacturer is either out of business, stocks no parts or no longer has a required part, a part of any origin but as similar as possible to the original may be substituted.

1. The entrant must be prepared to show documentary evidence that one of the three circumstances above applies and that the substituted part is as similar as possible under the circumstances.

2. Substitute parts which provide improvements in performance (e.g., superior gearing, lighter weight, better camshaft profile, etc.) are not permitted under this allowance.

1. Sport and Tuner Category vehicles will use fuel which is “Federally approved for use on public highways.” This does not allow racing-type fuels which are available at service station pumps.

2. Fuels comprised of more than 15% ethanol may only be used when specified by the manufacturer for regular road use (e.g., in the owner’s manual for flex-fuel vehicles, not including emergency situations).

3. Propane or Compressed Natural Gas (CNG) fuel may be used in any category provided that the following conditions are met:

A. The tank must be located in a safe location on the car and be firmly and securely mounted. This does not permit the cutting of vehicle sheet metal (e.g., the trunk floor) for tank installation.

B. The tank must conform to Federal and local container standards and have an emergency relief/cut-off control.

C. For use of propane or CNG as a fuel, no changes to the induction system of the engine may be made with the exception of the necessary fuel lines to the carburetor or fuel injection. There may also be no other engine parts changed.

D. The entire system must meet local ordinances covering the use and transmission of compressed gas.

E. Propane or CNG may not be used in combination with another fuel.

Even more awesome cars we considered, and ultimately decided, "This is certainly a dream car, and Max Category is the place for dream cars, whether it's the car you dream to build, or the car you dream to buy." And as awesome as all of the cars on this list are, they are automatically placed in Max 1!

This is where we're going to put cars that might not quite meet the rules, but we think they can go in this category anyway. Only one Alternate Motorsport Allowance can be used at a time! Your car must be built specifically for one of the series mentioned below vs running another Alternate Motorsport Series allowance to compete there. Example: Spec e46 cannot use the SCCA Road Racing T3 allowance to then run in Tuner.

1. Cars listed as eligible in and prepared to the SCCA Road Race National Touring 2, 3 and 4 Rules are permitted to compete in their respective Time Trials Tuner Class provided they run on Time Trials legal tires. Vehicles with this allowance are not permitted to interchange preparation rules otherwise.

2. Cars listed as eligible in and prepared to the SCCA Road Race National Spec Miata Rules are permitted to compete in Time Trials Tuner Class 5 (T5) provided they run on Time Trials legal tires. Vehicles with this allowance are not permitted to interchange preparation rules otherwise.

3. Cars listed as eligible in and prepared to the SCCA Solo Street Touring Rules are permitted to compete in their respective Time Trials Tuner Class. Vehicles with this allowance are not permitted to interchange preparation rules otherwise.

Note: SCCA Solo Street Prepared has been rejected for Tuner Category inclusion because a full-tilt Street Prepared car is an engine-swapped, intake-manifold customized Frankenstein creation which is awesome, but doesn't belong in Tuner Category.