Cal Club Time Trials

[chapmanr]

Cal Club is starting a Time Trials program this year- basically Solo on a full race course. The first event is at Buttonwillow in March. There are some really fun corners at BRP which you can really use AX experience to exploit (ie, stun and amaze the road race guys). Here is the full blurb from Cal Club:

TIME TRIALS ARRIVING IN CAL CLUB
MARCH 2010
Cal Club and the Southern Pacific Division of the SCCA are opening a new
program - Time Trials. Steve Staveley has volunteered to become the first
Southern Pacific Division head honcho for Time Trials in the division and will head the Time Trials effort in Cal Club to start the program moving.

What the heck is Time Trials? Well its kind of a more quality version of the Time Attack - and if you happen to have run Solo I back in the day (for me that was 1960 something ) - then it will seem familiar. The 4 level time trial program starts with PDX, the second level is Club Trials and then there are two higher levels (which require a license issued after Club Trials success), and the top level is Hill Climb. Anyone who wishes to read the rules (and they are far too long) you can go to www.SCCA.com and they are posted on line.

The events will include two practice sessions per day and a "timed session" ( all sessions will be timed but the last and longest session will be for competition timing and we are only running the Club Trial program at this point.

The first time trials program will be run in conjunction with our double regional /super school at Buttonwillow on March 13 and 14. Special pricing is planned and Ceci can provide more information - but trust me - it's the best deal in California.

Time Trials will begin on the 13th and run the Lime Rock of the West course on Saturday and a "big course" on Sunday - same as the wheel to wheel racers. So participants get two different courses during the weekend - way cool.

We will be running only CLUB TRIALS. Which means any car that fits in any solo category or class can run - after tech inspection of course. Tech inspection requires the car be safe, have suitable tires for the speeds attained and that open toped cars have suitable roll bars. Seat belts (stock belts in modern cars in good working order are suitable) and helmets are must as well. Helmets - you need a good one - pretty much the same kind we run in wheel to wheel and solo events will work. The tech inspection will include pretty much the same Tech rules as are used at the Buttonwillow Raceway Park Performance Driving Clinic, so if you are one of the many hundreds who have taken that great class, you know what is expected.

Classes - We will be using the solo classing system to begin with - so cars will be put into the same classes as if they were running a Cal Club solo event.

Transponders ARE REQUIRED. We plan on having a number available for rent,
but those who have their own or can purchase their own (or borrow ) are ahead of the game. Check with Ceci for information if you wish to purchase one. It must fit the Cal Club timing and scoring system.

A drivers meeting for TT participants will be held each day to cover flags (same as wheel to wheel racing), grid etiquette, impound etc. We will be using impound for this first event to improve communication within group, but do not intend to have it be a regular part of our series in the future. Drivers will be grid based upon performance potential and then on their last best time. Thus the faster guys in front. Racers will be let out seconds apart - remember this is performance driving for time NOT wheel to wheel racing and there won't be any of that allowed.

If you have been to a solo event where they have several cars on
course at a time that is what is planned in Club Trials. The difference of course is that racers will stay out for several laps at a time (based upon their need and the time of the session).

Several National and experienced Regional racing license holders will be
available to additional coaching free of charge during the day. If you hold a one of these licenses and would like to help in this role, please let Steve Staveley know at stevestaveley@msn.com.

Time Trials will simply be another group within the regional racing weekend. The next TT event is scheduled for Cal Speedway June 12, and 13. A third event is planned for the fall and possibly a 4th.

Well that's pretty much it. If you have questions contact Ceci at the club office (661) 764-5945 or Steve at 714 828-6784 (home) or his cell at 714 815-7701 for further information.

[CraZee]

Ron,

Any idea about how long the "sessions" will be?

Steve

[chapmanr]

20 minutes to half an hour is typical.

[SVTfocus]

Any update on this? The Cal Club web site is down.

[Bimota Guy]

Any update on this? The Cal Club web site is down.
First Time Trials at the March 13-14 Buttonwillow race weekend...
http://www.calclub.com/html/html2/2010/2010Mar13_14_Dbl_Reg_Schedule.pdf

Entry is $165 for the weekend which consists of six 20-min sessions (3 each day) which includes one competition session each day.
http://www.calclub.com/html/html2/2010/2010Mar13_14_Dbl_Reg_Entry_Form.pdf

[SVTfocus]

Thanks! Too bad it's the same weekend as our next Champ. :( Guess I'll have to wait till June.

[ikakitani]

What kind of class in the timetrial group? Is there any classification in SCCA web site?

[nalbar]

Right here;




Classes - We will be using the solo classing system to begin with - so cars will be put into the same classes as if they were running a Cal Club solo event.

[froggy47]

Can you do one day? 6/12 and 6/13 (Speedway). 6/12 is sdr champ #6 unless the calendar is wrong.

:)

[CNaylor]

For open top cars it stated Roll Bar. Please be more specific, I have a Mazda Miata.

[RandyC]

We are heading up this Friday to do some testing at BW.

[Bimota Guy]

For open top cars it stated Roll Bar. Please be more specific, I have a Mazda Miata.
What type of rollbar does it have?

[CNaylor]

None, that's why I'm asking.

Do we need a hand built welded in GCR approved design, or one of the many aftermarket types out there, so I can remove the weight for Solo events..

[chapmanr]

11.1. PDX (LEVEL 1)
At PDX (Level 1) events, any car that is street legal will NOT require a roll bar/roll cage, except for Convertibles and Targa* top automobiles. These cars must have either a roll bar meeting the requirements of this section of the TTR, a non-mechanical factory roll bar/roll over protection (i.e. no pop-ups), or a factory hard top using the factory mounting hardware and mounting points. Owners of cars equipped with factory roll bars/roll over protection must present documentation stating that the device is a roll bar or roll over protection at the time of vehicle tech inspection (a factory issued Owner’s or Shop Manual will fulfill this requirement.) Targa top (and T-top) automobiles may forgo the roll bar requirement under the condition that the Targa bar meets the height requirements set forth in 11.1.1.B. For the purposes of this determination only, street legal will be defined as a car which meets local requirements for inspection (if applicable) and the car in question must possess CURRENT, VALID registration. If this street legal requirement is not met, then the roll bar requirement as stated in this section shall apply.
Targa top, targa for short, is a semi-convertible car body style with a removable roof section and a full width fixed B-pillar and roof section. The rear window can be fixed or removable.
11.1.1. BASIC DESIGN CONSIDERATIONS
A.
The basic purpose of the roll bar is to protect the driver in case the vehicle rolls over or runs into an obstacle such as a guardrail or catch fence. This purpose should not be forgotten.
B.
The top of the roll bar shall not be below the top of the driver’s helmet when the driver is in normal driving position, and shall not be more than six inches behind the driver. It is strongly suggested that the roll bar extend at least three inches above the driver’s helmet. In case of two driver cars, both drivers must be within the roll bar height requirement, however only one driver must be within six inches of the roll bar. In a closed car equipped with a roll bar/cage, it must be as close as possible to the interior top of the car.
C.
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.
D.
The two (2) vertical members forming the sides of the hoop shall not be less than fifteen (15) inches apart (inside dimension). It is desirable that the roll bar extend the full width of the cockpit to provide maximum bearing area in all soil conditions during rollovers. The roll bar vertical members on formula cars and other single seat cars with a center driver position must be not less than fifteen inches apart, inside dimension, at their attachment points to the uppermost main chassis member.
E.
An inspection hole of at least 3/16 inch diameter must be drilled in a non-critical area of a roll bar member to facilitate verification of wall thickness. This should be at least three inches from any weld or bend.
F.
It is recommended that steel gusset plates be used at all welds. Gussets should be at least two inches long on each leg and 3/16 inches thick.
G.
It is recommended that roll bars be coated only with a light coat of paint. If, however, a roll bar should be chrome-plated, it is recommended that the structure be normalized.
H.
Post or tripod types of roll bars are not acceptable.
11.1.2. MATERIAL
After 9-22-85, aluminum is not an acceptable alternate material. Cars using aluminum roll bars or roll cages must file proof with the Club Racing Department that the structure was approved prior to 9-22-85 as provided in this section.
A.
The roll bar hoop and all braces must be of seamless, ERW, or DOM mild steel tubing (SAE 1010, 1020, 1025) or
2010 Time Trials Rules – Level 1 – PDX
Page 32 of 37
equivalent, or alloy steel tubing (SAE 4130). It is strongly recommended that roll bars not be constructed of ERW due to quality and strength concerns.
A.
The size of tubing to be used 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.
Over 1500 lbs. 1.50 x .120 or 1.75 x .095
Over 1000 lbs. 1.25 x .090
Under 1000 lbs. 1.00 x .060
Dimensions are nominal. 0.005” variation in wall thickness is allowed.
B.
All bolts and nuts shall be SAE Grade 5 or better, 5/16” minimum diameter.
11.1.3. FABRICATION
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.
All welding must be of the highest possible quality with full penetration and will be subjected to very critical inspection. Arc welding, particularly heliarc, should be used wherever possible.
C.
All welds shall be visually inspected and shall be acceptable if the following conditions are satisfied:
1.
The weld shall have no cracks.
2.
Thorough fusion shall exist between weld metal and base metal.
3.
All craters shall be filled to the cross section of the weld.
4.
Undercut shall be no more than 0.01 inch deep.
D.
Aluminum bronze or silicon bronze welding technique is permitted, but extreme care shall be used in preparation of parts before bronze welding and in the design of the attaching joint.
11.1.4. BRACING
A.
It is recommended that braces be of the same size tubing as used for the roll bar itself.
B.
All roll bars must be braced in a manner to prevent movement in a fore-and-aft direction with the brace attached within the top one-third of the roll hoop, and at an angle of at least thirty degrees from vertical. It is strongly recommended that two such braces 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.
C.
It is suggested that roll bars include a transverse brace from the bottom of the hoop on one side to the top of the hoop on the other side.
11.1.5. MOUNTING PLATES
A.
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.
B.
In the case of cars with unitized or frameless construction, mounting plates may be used to secure the roll bar structure to the floor of the car. The important consideration is that the load be distributed over as large an area as possible. A backup plate of equal size and thickness must be used on the opposite side of the panel with the plates through-bolted together.
C.
Mounting plates bolted to the structure shall not be less than .1875 (3/16) 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 3 bolts per plate is required for bolted mounting plates. Mounting plates welded to the structure shall not be less than .080 inch thick. Whenever possible the mounting plate should extend onto a vertical section of the structure such as a door pillar.
11.1.6. REMOVABLE ROLL BARS
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 such joint. The telescope section must be at least eight (8) inches in length.

[woodrufj]

Is there a report on how this went. DId you get some AutoXers out there?

Jay W