Off season build pic request [Archive]

SoloSol

09-20-2006, 05:07 PM

Here I copied the sections from the CCR that pertains to cages and roll bars.

11.4.7 Roll Bars
All open cars should have a roll bar installed to help protect the occupant(s) from injury during a roll-over. The roll bar should be able to withstand the compressional forces involved in supporting the full weight of the car. The roll bar’s main hoop should extend
the full width of the car (except certain cars that have been approved by NASA). The main hoop shall be one continuous piece with smooth bends and no evidence of crimping or wall failure shall be present (i.e. should be Mandrel bends). All welds should
be of the highest possible quality, with full penetration [Ref:(15.6.15)]. All cars with roll bars are required to have adequate roll bar padding per CCR section #15.6.4. In cases where the driver’s head may come in contact with the roll bar should the seatback fail, a seatback brace is required in conformance with section #15.6.22. The material and minimums are as follows: (All cars with full roll cages should conform to the applicable sections found in section #15.0.)

Vehicle weight DOM or ERW
Under 2000 lbs. 1.50" x .120”
2001 - 3500 lbs. 1.75" x .120"
Over 3500 lbs. 2.00" x .120"
Vehicle weight Alloy (CM)
Under 1500 lbs. 1.375" x .095”
1501 - 2500 lbs. 1.625" x .095"
Over 2500 lbs. 2.000" x .095"

Then for CAGES

58
15.6 Roll Cage
(See diagram at end of section)
15.6.1 Purpose
The basic purpose of the roll cage is to protect the occupant in case of a rollover or a collision. It must be able to withstand the weight of the car landing on the roof. These rules apply to all classes, unless otherwise superseded by the class rules. Vehicles homologated by, or built to the specifications of, SCCA, IMSA, and Grand AM must conform to these rules, or may conform to their respective current class rules for roll cage requirements. It is the responsibility of the driver to have these (non-NASA) rules
in his/her possession.

15.6.2 Intent
Chassis stiffening is a side benefit of a good roll cage system, but it is not the intent of these rules. Parts of the cage deemed by the Chief Scrutineer, to serve no practical purpose other than chassis stiffening may be considered in violation of the intent of these rules (Note: Some class rules allow for chassis stiffening.). The Chief Scrutineer may order the removal of said parts, or require that the vehicle owner redesign, reconstruct, and re-certify the roll cage if warranted. The removal or redesign of the cage, whole or in part, to comply with these rules, does not imply that penalties will not
be issued for violating the intent of these rules.

15.6.3 Installation
The cage may be removable or may be permanently welded, or any combination thereof, providing that all aspects of the cage meet these rules.

15.6.4 Padding
All roll cage surfaces that may come in contact with the driver shall be padded with highdensity padding such as Ethafoam or Ensolite. It is recommended that padding meeting SFI specification 45.1 be used.

15.6.5 Bends
None of the tubing may show any signs of crimping or wall failure. All bends must be Mandrel type. The center radius of the bends may not be less than three (3) times the outside diameter of the roll cage tubing.

15.6.6 Main Hoop
The main roll cage hoop shall be as wide as the full width of the interior and must be as close to the roof as possible without violating CCR section #15.6.2 Inspection. One continuous length of roll bar tubing shall be used as the main hoop. The main hoop
must consist of not more than four (4) bends maximum, totaling one hundred eighty (180) degrees +/- ten (10) degrees.

15.6.7 Diagonal Brace
At least one (1) diagonal brace shall be used in the same plane as the main hoop. One end of the diagonal brace shall attach to the corner, or horizontal part, of the main hoop above the driver’s head, within twelve (12) inches of the driver’s-side corner. The other
end of the diagonal brace shall attach to the mounting plate (or to the main hoop as 59 close to the mounting plate as practically possible) diagonally opposed to the driver’s head (passenger floor).

15.6.8 Forward Hoops (Option 1)
The forward hoops shall extend from the main hoop (in a forward direction) to the floor by following the roof and the “A” pillar of the car. There shall be a bar connecting the two (2) forward hoops at the top of the windshield mounted as close to the roof as
possible without violating CCR Section #15.6.20 Inspection. The forward hoops shall incorporate no more than four bends each. Optionally a “15.6.9 Halo Hoop (Option 2)”
or “15.6.10 Front Hoop (Option 3)” construction may also be acceptable.

15.6.9 Halo Hoop (Option 2)
A “halo bar” extends from the main hoop (in a forward direction) following the roof line to the windshield then following along the top of the windshield, then following the roof line back to the main hoop, thus creating a “halo” over the driver’s head. A “halo” bar shall be constructed of one continuous piece of tubing. One (1) down tube following the “A" pillar must support the “halo” on each side of the car. The down tubes shall incorporate no more than two (2) bends each.

15.6.10 Front Hoop (Option 3)
A “front hoop” is a bar that extends up from the floor, then follows the “A” pillar up to the roof, then follows the roof line across the top of the windshield, then back down the other “A” pillar, and then terminates on the floor. There must be one (1) horizontal bar
(following the roof line) connecting the main hoop and the forward hoop on each side of the car. The front hoop shall incorporate no more than four (4) bends.

15.6.11 Rear Braces
The main hoop must have two (2) braces extending to the rear. The braces shall be attached as near as possible to the top of the main hoop, and no more than six (6) inches below the top. The braces must not contain any bends. There must be at least 30 degrees between the plane of the main hoop and the plane of the rear braces. The main hoop rear braces shall be installed to form no more than a one hundred five (105) degree angle or no less than a seventy-five (75) degree angle with the main hoop
when viewed from the top. The main hoop braces may be mounted at the rear shock mounts or suspension pickup points (providing that the braces remain in compliance with all other sections of the CCR). They may go through any rear bulkheads provided the
bulkhead is sealed around the cage braces.

15.6.11.A Rear Braces - Exceptions
On cars where the rear window/bulkhead prohibits the installation of rear braces (Porsche 914, Pontiac Fiero, etc.) the main hoop must be attached to the body by plates welded to the cage and bolted to the stock shoulder harness mounting location. There
must also be a diagonal bar connecting the top of the main hoop to the lower front passenger side mounting point (“Petty bar”). Some cars built for racing in other recognized sanctioning bodies may be granted a waiver of this rule, however they must show proof of compliance with the current published rules for their class.

15.6.12 Door Bars / Side Impact Protection
At least one (1) door bar on driver side and one (1) on the passenger side must be used. The driver’s door window glass, window operating mechanism, armrest, map pockets,
door panel, and inside door latch may be removed providing that is for the sole purpose of installing “NASCAR” style door bars.* The stock side impact beam, if equipped, and the outside door latch/lock mechanism shall not be removed or modified.
*This gutting of the door is only permitted on driver’s door and, if undertaken, the roll cage must incorporate at least two (2) NASCAR style door bars that extend into the door. Certain class rules may supersede this rule. “NASCAR Style” means to NASCAR
specification in regard to configuration. For example, the two required bars should be parallel with respect to each other, and contain the appropriate vertical support tubes. See NASCAR rules for more information.

15.6.13 Mounting Points
The roll cage shall be mounted to the floor of the car in six, seven, or eight points. The cage shall not go through the firewall. The seventh and eighth points must attach to the firewall or front fender wells. All cage attachment points must be mounted to plates.
Each required cage bar shall terminate on a plate with a 360 degree weld to the mounting plate, except as specified in Section

15.6.14.B. There shall be only one (1)
mounting “point” per plate. This point is defined as where the “required tube” mounts. All additional tubes mounted to that plate must be mounted as close to the required tube as possible [Ref: (15.6.14.B)].

15.6.14 Mounting Plates
Each mounting plate shall be no greater than one hundred (100) square inches and no greater than twelve (12) inches or less than two (2) inches on a side. Welded mounting plates shall be at least 0.080-inch thick. Plates may extend onto vertical sections of the
structure. Any mounting plate may be multi-angled, but shall not exceed one hundred (100) square inches total including vertical sections. Each mounting plate should have an area of not less than nine (9) square inches.

15.6.14.A Mounting Plates – Bolt-In Cage
The attaching points of a bolt-in cage to the body must use reinforcing plates to sandwich the body. At least three (3) bolts are required for each bolt-in plate and the plate must be at least 3/16 inch thick. All hardware must be SAE Grade 5 or better with
5/16” diameter minimum. All nuts must be held securely by a locking system such as safety wire, lock washer, Ny-lox, or jam-nuts.

15.6.14.B Tube / Mounting Plate Specifications
Any number of tubes may attach to a plate so long as they are touching each other at the plate. There may be a small gap between tubes to allow welding 360 degrees around each tube. If there is no gap between the tubes, they must be welded around
the base as much as possible to form a single figure-eight weld, AND the tubes must be welded to each other two (2) inches up from the base plate.

15.6.15 Welds
All welding must be of the highest quality with full penetration and shall conform to the American Welding Society D1.1, 1994 Edition, Structural Welding Code, Chapter 10,
Tubular Structures and Standards for the material used. Arc welding should be used whenever possible. It is strongly recommended that the welder inspect all welds using Magnaflux™, x-ray, or other effective methods. All tubes must be welded 360- degrees around the circumference of the tube.

15.6.16 Tube Structure Design / Body
Tubes may touch the body in any place (not to violate CCR section #15.6.2 Inspection),
but shall not be attached anywhere except as permitted by CCR

Section #15.6.11.A
Rear Braces - Exceptions. No deformation of the interior body panels is permitted,except that the horizontal part of the sheet metal between the top of the “B” pillar and the top of the “A” pillar (next to the driver’s and/or passenger’s head), may be pushed in to
accommodate the roll cage. The intent of this allowed deformation is strictly to allow for more headroom for the driver and/or passenger.

15.6.17 Additional Reinforcement
Any number of additional reinforcing bars are permitted within the structure of the cage provided that they are installed strictly for safety and do not violate CCR Section #15.6.2
Intent. This rule does not permit reinforcements in classes with spec cages. All required bars must be made of the same material and meet with at least the minimum specifications for size and thickness.

15.6.18 Roll Cage Tubing Sizes
For the purposes of determining roll bar tubing sizes, vehicle weight is as raced, but without fuel and driver. Note: There is an allowance of minus 0.010 inches on all tubing
thicknesses.

Minimum tubing size for the roll cage is:
Up to 1500 lbs.
1.375” x 0.095” Chrome-moly / Seamless mild steel (DOM)
1501 - 2200 lbs.
1.500” x 0.095” Chrome-moly / Seamless mild steel (DOM)
1.500” x 0.120” ERW* (No issuance of log books for cars with ERW cages 04/30/03)

*Note- Specifications listed for reference for inspection of grandfathered vehicles.
2201 - 3000 lbs.
1.500” x 0.120” Chrome-moly / Seamless mild steel (DOM)
1.750” x 0.095” Chrome-moly / Seamless mild steel (DOM)
1.750” x 0.120” ERW* (No issuance of log books for cars with ERW cages 04/30/03)

*Note- Specifications listed for reference for inspection of grandfathered vehicles.
3001 - 4000 lbs.
1.750” x .120” Chrome-moly / Seamless mild steel (DOM)
No ERW allowed.
Over 4000 lbs.
2.000” x 0.120” Chrome-moly/Seamless mild steel (DOM)
No ERW allowed.

15.6.19 Bending Allowances
If the maximum number of bends is exceeded all components shall be made from the tubing size listed for the next heavier category and must be approved by a NASA race tech station or scrutineer.

15.6.20 Inspection
A 3/16-inch inspection hole must be drilled in each of the required bars in a non-critical area for the purpose of determining wall thickness. All welds, except those mounted to plates on the floor, must be accessible for inspection (360 degrees).62

15.6.21 Head Restraint
A head restraint must be used to help prevent whiplash. The head restraint shall have a minimum area of thirty-six (36) square inches and be padded with a non-resilient material such as Ethafoam or Ensolite with a minimum thickness of one (1) inch. It is recommended that padding meeting SFI specification 45.2 be used.

15.6.22 Seat Back Support
A seatback support must be made to hold the seat from going back in the event of a crash. A plate should be used to distribute the load. No bolts, corners, or sharp objects should be placed is such a manner that could lead to a possible puncture of the driver in
a high impact crash. Proper design and installation is crucial to safety and it is recommend that the driver employ the services of a professional race car builder for this, as well as all other vehicle safety items. An exception may be made for those seats
homologated to, and mounted in accordance, with FIA 8855-1999 standards. Those seats that qualify for the aforementioned exception must conform to the entire FIA 8855-
1999 set of regulations. This includes a mandatory seat replacement of any seat more
than five (5) years old. Please reference the FIA regulations. http://www.fia.com/