Below are some excerpts of the GCR found on the CACC site.
It is HIGHLY advised that all competitors familiarize themselves with the entire ruleset but we have highlighted certain key elements that potential and current competitors must take note of.
*Should there be any discrepancies, the most recently updated CACC GCR will be deemed correct.*
https://www.caccautosport.org/wp-content/uploads/2017/12/2021-CACC-Race-Regulations.pdf
16. Roll Cage Specifications:
16.1 General Requirements
A. Unless specified otherwise in series, event or class regulations, all vehicles regardless of date of manufacture must be fitted with an eight (8) point roll cage conforming to the following specifications:
B. The top of the roll bar shall be at least 5.08 cm (2″) above the top of the competitors helmet or as close to the roof as possible. The top of the roll bar shall be no more than 25.4 cm (10″) behind the competitor’s helmet when the competitor is in the normal driving position. In the case of open cockpit cars without a windshield frame, the top of the front hoop may be under, but as close to the height of the front cowling as possible and be above the top of the steering wheel. It should be possible to draw a line connecting the front and rear hoops and have it pass above the driver’s head when seated in the normal driving position.
C. All portions of the roll cage subject to contact by the driver must be padded with a minimum 1 inch of material or padding that meets or exceeds SFI 45.1 or FIA 8857-2001 (curved padding), or SFI 45.2 or FIA sports car headrest material (flat padding) specification
16.2 Construction Materials
A. Seamless or DOM mild steel tubing (SAE 1020 or 1025 recommended) or alloy steel tubing (SAE 4130) must be used for all roll cage structures. Alloy and mild steel tubing may not be mixed. ERW tubing is not allowed.
B. Aluminium and composite materials are prohibited construction materials for roll cage structures.
C. All cages must have a 0.476 cm (.1875″) diameter inspection hole drilled in each main hoop.
D. The following shows the minimum allowed tubing outer diameter and wall thickness by vehicle weight:
1701 – 2699 lbs = [1.500″ x .095″] OR [1.625” x .080”]
16.3 Fabrication
A. 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
B. All bends must be smooth with no evidence of crimping or wall fracturing. All bars should start as close as possible to the floor of the vehicle and come as close as possible to the sides of the vehicle for maximum competitor protection.
C. In the case of tube frame vehicles, the roll cage structure must be attached to the chassis with suitable webbing or gusseting to distribute loads over as wide an area as possible.
D. In the case of unit body vehicles, it is recommended procedure to attach the four ends of the main hoop tubes into L shaped plates at the junction of the floor and rocker panels rather than just to a plate on the floor. Additionally, it is highly recommended that all cages be tabbed into the basic body structure at least every 60cm. (24″) or wherever possible.
E. In the case of vehicles where the rear window or bulkhead restricts the installation of rearward braces, (e.g. Fiat X1/9, Toyota MR2, Honda Del Sol) the main hoop may be braced by either of the following methods:
i. To permit the installation of standard rearward braces, the rear window may be substituted with a dimensionally identical replacement of clear acrylic or polycarbonate with slots or holes to permit the passage of the brace. Body panels may similarly be slotted or cut only as much as required to facilitate installation of the roll cage braces. Short rearward braces, welded to the vertical section of the main hoop, may be attached to the standard production shoulder harness hard points. In this case, an additional diagonal brace, of the same dimensions as the main hoop must be also installed, approximately per figure below.
16.4 Bracing
A. In the case of the twin lateral hoop design, the front and rear hoops shall be joined by a piece of equal dimensioned tubing on each side.
B. Rear stays must attach to the rear hoop no lower than 20.32 cm (8″) from the top of the hoop and at an angle no steeper than 35 degrees from vertical. These rear stays must be made from a straight piece of tubing and be attached to a suitably stiff or reinforced area.
C. A diagonal brace must be fitted from near the top of the hoop to a position near the opposite corner of the hoop. This brace must be as straight as possible. It is permitted to connect the diagonal from points A-D, B-C, C-F, or D-E of the above diagram. It is recommended that the uppermost point of the diagonal brace be placed behind the driver’s seat.
D – Two side protection bars must be attached between the front and rear hoops on both sides of the vehicle. These bars should be attached to the front hoop no higher than 30.48 cm (12″) off the floor and on the rear hoop and no higher than 60.96 cm (24″) off the floor. NASCAR style multiple anti-intrusion bars are highly recommended. One bar bisecting another to form an “X” is permitted.
E – The removal of inner door reinforcements is authorized in order to facilitate the fitment of the required anti-intrusion bars.
F – A bar joining the two outer members of the front hoop near steering column level is required.
G – It is required that there be two braces (one on either side of the car) extending forward from the front hoop to protect the driver’s legs. This bracing should extend to the bulkhead in front of the driver’s feet; but, in any case, it shall be integrated into the frame or chassis to provide substantial support for the front hoop.
16.5 Mounting Plates
A. The four lower hoop tubes must be connected to plates welded or bolted to the frame or floor of the vehicle.
B. On unit body vehicles, all plates shall be at least 129 square cm (20 square”) in area. The minimum thickness of these plates shall be 0.20 cm (.080″) in the case of weld on plates and .1875 for bolt on types.
Bolt on types shall have a minimum of three 0.952 cm (.375″) grade 5 bolts fastening each plate and must have a backup plate of equal size and thickness on the other side of the floor with the bolts passing through both plates and the floor.
16.6 Welding
A. It is essential that all welding be of the highest possible quality. Slag welds, poor arc and gas welds are NOT acceptable. It is highly recommended that only certified people carry out arc welding on roll cages.
TIG or MIG are the preferred welding processes. Cages with unacceptable welding will not be approved.
16.7 Gusseting
A. It is important that loads be distributed over as wide an area as possible especially in the case of cages on space frame type vehicles. Gussets or tie-in tubes may be used at main tube junctions of the roll cage members. Gussets must be used when it is not possible to weld all around a tube because of body interference. Gusset thickness should be at least the same as the tubing wall thickness they are attached to.
18. Competitor Safety Equipment
18.1 Minimum Standards
A. Unless specified otherwise in series, event or class regulations, these standards constitute the minimum acceptable standard of safety precaution. Individual class preparation rules may increase applicable safety requirements.
18.2 General
A. Drivers must wear the following equipment during all on-course sessions:
B. A safety helmet which meets one of the following FIA approved standards:
i. BS 6658-85 TYPE A/FR with all amendments (Great Britain)
ii. Snell Foundation SA2005, (USA) as well as SA2010, SAH2010 and SA2015.
iii. SFI, Spec 31.1A and 31.2A (USA) (Note: suffix must include “A”)
iv. FIA standards 8860-2004, 8860-2010, 8858-2002, 8858-2010 or 8859-2015 v. or any helmet listed in current FIA Technical list 25 or FIA Technical List 49
C. Drivers must wear a single-piece driving-suit consisting of two layers of an approved fire resistant material. Suits bearing a label certifying compliance with SFI standard 3.2.A/3 or better, or the FIA 1986 standard are deemed to comply with this requirement, regardless of material or number of layers.
Approved materials are: Nomex, Kynol, FPT, IWS (wool), Fibreglass, Firewear™, Durette, Fypro, PBI, and Kevlar. Proban is approved for use as underwear only. The following manufacturers’ material combinations are also recognised: Simpson Heat Shield, Leston Super Protex, FPT Lineasport, Durette X400.
D. Fire resistant underwear of an approved material must be worn except with suits meeting SFI standard 3.2.A/5 or better, or the FIA standard 8856/1986 or 8856/2000.
E. Socks made of fire-resistant material are mandatory. Shoes and gloves made of leather or any approved fire-resistant material containing no holes are mandatory. Shoes may have synthetic rubber soles. Gloves and shoes must have a layer of fire-resistant material next to the skin.
F. A balaclava made of fire resistant material must be worn and must cover the neck and head except where required for proper vision and respiration.
G. In the absence of a separate standard, the above driving suit accessories must comply with the SFI standard 3.3, FIA standard 8856/1986 or 8856/2000.
H. Drivers shall wear safety glasses, goggles or a helmet shield (in a lowered position) at all times when the car is on course. I. Cars shall be equipped with, and the drivers shall utilise, seat belts and shoulder harness meeting the specifications of these regulations.
I. Cars shall be equipped with, and the drivers shall utilise, seat belts and shoulder harness meeting the specifications of these regulations.
18.3 Helmets
A. Helmets must be in good condition. Helmets that have deep scratches, gouges, or cracks will not be permitted for use in on-track sessions. It is highly recommended that helmets be kept out of direct sunlight to prevent UV radiation damage.
B. Full face helmets and shields must be worn by drivers of open cockpit cars and are strongly recommended for drivers of closed cars. Drivers of closed cars are cautioned: When choosing a helmet they should consider the ability of emergency medical personnel to access the driver’s mouth and nose in potentially confined spaces without removing the driver from the car.
C. The modification of helmets for the fitment of head and neck restraint systems is authorized. It is highly recommended that such modifications be performed only by a qualified installer.
18.4 Head restraints
A. The use of a Frontal Head Restraint Device complying with FIA standards 8858-2002 or 8858-2010 or SFI Specification 38.1 is mandatory as of January 1 st , 2012 for all Race, Time Attack and Vintage drivers.
19. Driver Restraint System
19.1 Minimum Standard
A. Unless specified otherwise in series, event or discipline regulations, all drivers in CACC events must utilize either a five (5) or six (6) point restraint harness meeting FIA/ISO standard No. 8853/98, 8854/98 or SFI standard 16.1 or 16.5 (either Type 1 or Type 1A) at all times during practice, qualifying and the race. The restraint system installation is subject to approval of the Chief Scrutineer.
B. A five (5) point or six (6) point system is required for use in cars where the driver is seated in an upright position and consists of lap belts, two (2) approximately 3 inch shoulder harnesses; 2 inch shoulder harnesses may be used only if a HANS® device, defNder™ or Safety Solutions Head Restraint systems is worn by the driver and one (1) or two (2) antisubmarine straps
C. A six (6) point system is required for use in cars where the driver is seated in a semireclining position and consists of a lap belt, two (2) approximately 3 inch shoulder harnesses; 2 inch shoulder harnesses may be used only if a HANS® device, defNder™ or Safety Solutions Head Restraint systems is worn by the driver and two (2) anti-submarine straps, and is recommended for all cars.
19.2 Construction
A. The buckles must be of metal-to-metal quick release type except in the case of leg straps of the six (6) point system, where they may be attached to the seat belt or shoulder harness straps.
B. The shoulder harness shall be the over-the-shoulder type. There must be a single release common to the seat belt and shoulder harness
19.3 Shoulder Harness
A. The shoulder harness shall be mounted behind the driver and above a line drawn downward from the shoulder point to an angle of forty (40) degrees with the horizontal.
B. In cases where the driver is in a semi-reclining position, the shoulder harness shall be attached so that the angle between a line drawn through the driver’s spine and the shoulder harness is forty-five (45) degrees or greater. C. Only separate shoulder straps are permitted. “H” type configuration is allowed. “Y” type shoulder straps are not allowed.
D. It must be noted that the restraint system meeting FIA/ISO standard No. 8853/98, 8854/98 or SFI standard 16.1 (either Type 1 or Type 1A) may not be modified in any way. Padding may be added for additional driver comfort.
19.4 Anti-submarine Straps
A. The single anti-submarine strap of the five (5) point system shall be attached to the floor structure of the car similar to the shoulder harness mounting and have a metal-to-metal connection with the single release common to the seat belt and shoulder harness. The antisubmarine strap must be a minimum of 50 mm (2″) in width.
B. The double leg straps of the six (6) point system may be attached to the floor as above for the five (5) point system, or be attached to the seat belt so that the driver sits on them, passing them up between the legs and attached either to the single release common to the seat belt and shoulder harness or attaching to the seat belt or shoulder harness straps.
C. It is also permissible for the leg straps to be secured at a point common to the seat belt attachment to the structure passing under the driver and up between the legs to the seat belt release or shoulder harness straps. D. All straps must be free to run through intermediate loops or clamps/buckles
D. All straps must be free to run through intermediate loops or clamps/buckles.
19.6 Mounting
A. The minimum acceptable bolts used in the mounting of all belts and harnesses are SAE grade 5. Where possible, seat belts, shoulder harness and anti-submarine straps should be mounted to the roll structure or frame of the car. All harness mounting bolts must be of 10 mm (0.375″) shank diameter, minimum.
B. Where it is not possible to mount belts and straps directly to the roll structure or frame of the car and they must be attached to a structural panel, for example, the panel must be suitably reinforced in a workmanlike manner to prevent distortion under load. Steel reinforcing plates of adequately large area and thickness must be installed to prevent the belt attachment from pulling through the panel under load.
C. Bolting directly to the floor panels, etc. without adequate reinforcement is not acceptable. D. It is required that clip-in buckles on the driver restraint system must be secured with a cotter pin or locking wire to prevent accidental release.
19.7 Life Span
A. Belts must bear a legible date stamp from the manufacturer.
B. Driver restraint systems meeting SFI specifications expire after two years from date of manufacture. These belts shall not be used after the expiration date of the SFI certification.(i.e. a belt manufactured in May 2013 shall not be used after May 31, 2015). Driver restraint systems meeting FIA specifications must have all belts labelled with their date of expiration, and these belts will expire on the last day of the year indicated on their labels.