With this thread I hope to compile information on the roll bar/roll cage rules for all the different classes in the different sanctioning bodies around the US. This should serve as a reference tool for those looking to build a cage to meet one or more rule sets for different types of racing or different sanctioning bodies in racing. We will also post pictures of various cage designs that meed the differing rule sets.

NASA - cage rules for racing competition (not TT, for TTS/U/R cage is unrestricted)

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 should 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rules apply to all classes, unless otherwise superseded by the class rules.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, FIA Group N, FIA Group C, JAF, SCCA,
IMSA, and Grand AM must conform to these rules, or may conform to their respective
current class rules for roll cage requirements for guest groups and special events. Any
vehicle that does not conform to the NASA cage rules, yet conforms to cage rules of
another recognized sanctioning body (SCCA, IMSA, Grand Am, etc.), that wishes
compete in NASA events on a regular basis, should be ordered to make modifications
within a time frame specified by the Race Director and approved by the Regional
Director. Note- It is the responsibility of the driver to furnish a copy of any non-NASA
rules applicable to his/her vehicle.
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 should be padded with
high-density 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 should be as wide as the full width of the interior and must be
as close to the roof as possible without violating CCR section #15.6.20 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
One (1) diagonal brace shall be used in the same plane as the main hoop. The diagonal
should be one continuous path; meaning that it must conform to Diagrams 15.6.7a or
15.6.7b. Note- If the installation method from Diagram 15.6.7b is used, the builder
should pay close attention to alignment. One end of the diagonal brace shall attach to
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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 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 (1) 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 bulkhead(s) provided the
bulkhead(s) is sealed around the cage braces. *There may be certain exceptions
allowed for cars that cannot possible meet this “no bend” requirement. One exception is
listed [Ref15.6.11.A)]. Other exceptions may be made (not guaranteed) if all of the
required bars meet the specifications for a vehicle in the next heavier weight
classification and the alternative design is submitted to the NASA National Office for
special allowance.
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.
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15.6.12 Door Bars / Side Impact Protection
At least two (2) door bars on the driver side and one (1) door bar on the passenger side
are required in all vehicles. Note- an “X” design counts as two bars.
Unless superseded by class rules, modifications to any non-chassis structure (such as
door panels, inner door sheet metal, windows, door internals, etc.) may be made to
accommodate any allowed door bar configuration. However, removal of material and /
or modifications is limited to 1) the least amount to accommodate the door bar(s), and 2)
can serve no other function. Holes in the door jam (B-pillar) may be permitted to
accommodate door bars; however the structure should not be “notched” so as to weaken
it.
15.6.13 Mounting Points
The roll cage shall be mounted to the floor area 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
or a mounting box (plinth). 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)]. It is recommended that plinth boxes use
a bottom support plate in cases where the edges of the box may punch through the
sheet metal.
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, Nylox, 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.
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15.6.16 Tube Structure Design / Body
Tubes may touch the body in any place (not to violate CCR section #15.6.20 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 (next to the driver’s and/or passenger’s
head) between the top of the “B” pillar and the top of the “A” pillar, 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” Seamless Alloy (4130), Seamless mild steel (CDS Mechanical) or DOM
1.500” x 0.080” Seamless Alloy (4130), Seamless mild steel (CDS Mechanical) or DOM
1501 - 2500 lbs.
1.500” x 0.095” Seamless Alloy (4130), Seamless mild steel (CDS Mechanical) or 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.
2501 - 3000 lbs.
1.500” x 0.120” Seamless Alloy (4130), Seamless mild steel (CDS Mechanical) or DOM
1.750” x 0.095” Seamless Alloy (4130), Seamless mild steel (CDS Mechanical) or 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” Seamless Alloy (4130), Seamless mild steel (CDS Mechanical) or DOM
No ERW allowed.
Over 4000 lbs.
2.000” x 0.120” Seamless Alloy (4130), Seamless mild steel (CDS Mechanical) or DOM
No ERW allowed.
15.6.19 Bending Allowances
If the maximum number of bends permitted for any one bar is exceeded, all required
components shall be made from the tubing size listed for the next heavier category and
must be approved by a NASA race tech shop 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).
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15.6.21 Head Support-Rear
This section applies to seats without an integral headrest. A head restraint must be
used to help prevent whiplash. The head restraint should have a minimum area of thirtysix
(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 in 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
recommended 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 or 8862-2009
standards. Those seats that qualify for the aforementioned exception must conform to
the entire FIA 8855-1999 or 8862-2009 set of regulations, as applicable. This includes a
mandatory seat replacement, or use of a seat back brace, for any seat more than five (5)
years old (8899-1999) or more than ten (10) years old (8862-2009). Please reference
the FIA regulations. http://www.fia.com/

GLOBAL TIME ATTACK

D. Interior/Rollcage/Safety/Misc.
1. A 6-point roll cage is strongly recommended in Street and Limited classes.
2. All vehicles equipped with 6-point cages must meet NASA CCR Section 15 specs.
3. All cars must run all decals required by the GTA organizers. This will include doorplate on each side of the car as well as a windshield banner on either the top or bottom of the windshield and any other locations as specified.
4. An onboard fire suppression system is strongly recommended and may be installed in place of a NASA-mandated fire extinguisher.
5. All vehicles must at a minimum meet the safety standards found in the NASA CCR at Section 11. Unlimited vehicles must meet the safety standards found in the NASA CCR at Section 15.
6. All race entries are subject to GTA approval and as such the organizers reserve the right to disallow any vehicle to compete that is considered unsafe or not in keeping with the spirit of the rules.

Street Class
D. Interior/Rollcage/Safety/Misc.
1. Roll cages are not permitted to penetrate the firewall. If a six-point roll cage is installed any components may be modified only as needed to facilitate installation of the cage system, the front inner door panels may be removed.
2. Cars with fully gutted interiors are NOT permitted. OEM dash must be maintained. Headliner and carpet may be removed. OEM dash, OEM center consoles, OEM front door panels, and OEM kick panels must remain in OEM positions. All components associated with the above components are required.
3. OEM Glass is required in all positions. Front door windows must be in full down position.

Limited Class
D. Interior/Rollcage/Safety/Misc.
1. A six-point roll cage with side impact protection is strongly recommended.
2. The roll cage may penetrate the firewall. The firewall must be sealed.

Unlimited Class
D. Interior/Rollcage/Safety/Misc.
1. A six-point roll cage with side impact protection that meets NASA CCR Section 15 specs is required.
2. The roll cage may penetrate or pass through the firewall. The firewall must be sealed.

OTHER

other info here

 

SCCA

AUTOCROSS

3.3.2 Roll Bars
Roll bars or roll cages are strongly recommended in all cars. A roll bar
meeting the requirements of Appendix C or a roll cage meeting the
requirements of Section 9.4 of the Club Racing General Competition
Rules (GCR) is required in all A Modified (AM), B Modified (BM), C Modified
(CM), and F Modified (FM) vehicles and all open cars in Prepared
Category, D Modified (DM) class, and E Modified (EM) class. For open
cars in the Stock, Street Prepared, Street Touring, and Street Modified
categories, the roll bar or roll cage height may be reduced from Appendix
C or GCR 9.4 requirements to the highest possible height which
fits within an installed factory-specified hardtop or convertible top. The
roll bar or roll cage height may also be reduced in the same manner for
cars in the Prepared category with a full original equipment windshield
assembly and a standard (as defined herein) hardtop which has been
bolted securely in place.
Double-hoop roll bars must fasten properly to the chassis/unibody as
required by Appendix C, particularly at attachment points in the center
of the car.

APPENDIX C - SOLO ROLL BAR STANDARDS
A. BASIC DESIGN CONSIDERATIONS
1. The basic purpose of the roll bar is to protect the driver in case the
vehicle rolls over. This purpose should not be forgotten.
2. 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 or an open car with a removable OE hardtop
which is equipped with a roll bar/cage, it must be as close as possible
to the interior top of the car.
3. 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.
4. The two vertical members forming the sides of the hoop shall not be
less than fifteen 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.
5. 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.
6. 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.
7. 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.
8. Post or tripod types of roll bars are not acceptable.
B. 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 SD that
the structure was approved prior to 9-22-85 as provided in this section.
1. The roll bar hoop and all braces must be of seamless ERW or DOM
mild steel tubing (SAE 1010, 1020, 1025) or equivalent, or alloy steel
238 — 2011 SCCA NATIONAL SOLO RULES
tubing (SAE 4130). It is strongly recommended that roll bars not be
constructed of ERW due to quality and strength concerns.
2. The size of tubing to be used shall be determined on the basis of the
weight and speed potential of the car. The following minimum sizes
are required and are based upon the weight of the car without the
driver.
a) Over 1500 lbs – min 1.500” o.d. x 0.120” wall or 1.750” o.d. x
0.095” wall
b) Over 1000 lbs – min 1.250” o.d. x 0.090” wall
c) Under 1000 lbs – min 1.000” o.d. x 0.060” wall
Dimensions are nominal. 0.005” variation in wall thickness is allowed.
3. Each mounting plate shall be at least 0.080” thick if welded and 3/16”
(0.188”) thick if bolted. A minimum of 3 bolts per plate is required for
bolted mounting plates.
4. All bolts and nuts shall be SAE Grade 5 or better and 5/16” minimum
diameter.
C. FABRICATION
1. One continuous length of tubing must be used for the hoop member
with smooth continuous bends and no evidence of crimping or wall
failure.
2. 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.
D. BRACING
1. It is recommended that braces be of the same size tubing as used
for the roll bar itself.
2. 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 onethird
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.
3. 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.
E. MOUNTING PLATES
1. 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.
2. 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.
F. 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
tube fits inside another tube to facilitate removal, the removable portion
must bottom on the permanent mounting, and at least two bolts must be
used to secure each such joint. The telescope section must be at least
eight inches in length.
G. INSTALLATION ON CARS OF SPACE FRAME AND FRAMELESS DESIGN
It is important that roll bar structures be attached to cars in such a way
as to spread the loads over a wide area. It is not sufficient to simply attach
the roll bar to a single tube or junction of tubes. The roll bar must
be designed in such a way as to be an extension of the frame itself, not
simply an attachment to the frame. Considerable care must be used
to add as necessary to the frame structure itself in such a way as to
properly distribute the loads. It is not true that a roll bar can only be as
strong as any single tube in the frame.
H. ROLL CAGES
It is recommended but not mandatory that all cars utilize a roll cage as
defined in the applicable section of the GCR.
I. ROLL BAR PADDING
Braces and portions of the main hoop subject to contact by the driver’s
or passenger’s helmet, as seated normally and restrained by seat belt
and harness, must be padded with a non-resilient material such as
Ethafoam (R) or Ensolite (R) or other similar material with a minimum
thickness of one-half inch.

 

SCCA
11.3. TRACK TRIALS (LEVEL 3)
a minimum of a roll bar meeting the requirements of this section of the TTR shall be required in all cars.

11.3.1. 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 must be a minimum of two (2) inches above the drivers’ helmet when the driver is sitting in a normal driving position (as near the roof as possible on closed sedans) and shall not be more than six (6) inches behind the driver. 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.
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 recommended 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.
I. No portion of the safety roll bar shall have an aerodynamic effect by creating a vertical thrust.

11.3.2. MATERIAL
A. The roll bar hoop and braces must be seamless, ERW or DOM mild steel tubing (SAE 1010, 1020, 1025) or equivalent, or chrome molybdenum alloy steel such as SAE 4125 or SAE 4130. It is recommended that mild steel tubing be used as a chromium alloys present difficulties in welding and must be normalized to relieve stress. Proof of the use of alloy steel will be the responsibility of the entrant.
Note: ERW tubing is not permitted in any GCR class car registered with SCCA after 1/1/2003.
B. For purposes of determining tubing sizes, the vehicle weight is as raced without fuel and driver. The minus tolerance for wall thickness should not be less than .010” below the nominal thickness. Improved Touring roll cage tubing size is to be calculated based on the published vehicle weight minus 180 lbs.
C. Minimum tubing sizes (all Solo class vehicles) for all required roll bar elements (All dimensions in inches):
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.
D. Minimum tubing sizes (all Formula, Sports Racing, GT, and Production Category automobiles, and all automobiles registered prior to June 1, 1994) for all required roll cage elements (All dimensions in inches):
Vehicle Weight Material
Without Driver -- Mild Steel ------ Alloy Steel
Up to 1500 lbs. -1.375 x .095 -- 1.375 x .080
1500-2500 lbs. -1.50 x .095 --- 1.375 x .095
Over 2500 lbs. --1.50 x .120 --- 1.50 x .095
-------------------1.625 x .120
-------------------1.75 x .095
E. Minimum tubing sizes for (all Showroom Stock, Spec Miata, Touring and Improved Touring Category automobiles registered after June 1, 1994) for all required roll cage elements (All dimensions in inches):
Up to 1500 lbs. 1.375 x .095 DOM / Seamless / Alloy
1501-2200 lbs. 1.500 x .095 DOM / Seamless / Alloy
2201-3000 lbs. 1.500 x .120 DOM / Seamless / Alloy
-----------------1.625 x .120 DOM / Seamless / Alloy
-----------------1.750 x .095 DOM / Seamless / Alloy
(American Sedans may construct to these specs regardless of weight.)
3001-4000 lbs. 1.750 x .120 DOM / Seamless / Alloy
Over 4000 lbs. 2.000 x .120 DOM / Seamless / Alloy
Main hoop: 4 bends max., totaling 180º ± 10º
Front hoop: 4 bends max. or
Front downtubes: 2 bends max.
Rear hoop supports: No bends.
If any of the above bend requirements cannot be met, all components of the roll cage shall be fabricated from the tubing size(s) listed for the next heavier category of automobiles.
F. Where bolts and nuts are used, the bolts shall be at least 3/8 inch diameter SAE Grade 5 or equivalent aircraft quality.

11.3.3 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 roll bar hoop be such that the minimum outside width measured at a point four (4) inches below the uppermost point is twelve (12) inches. Whenever possible the roll bar hoop should start from the floor of the car and, in the case of tube frame construction, be attached to the chassis tubes by means of gussets or sheet metal webs in order to distribute the loads.
C. Welding shall conform to American Welding Society D1.1:2002, Structural Welding Code, Steel Chapter 10, Tubular Structures. Whenever D1.1 refers to “the Engineer” this shall be interpreted to be the owner of the vehicle. Welds shall be continuous around the entire tubular structure.
D. 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.
E. 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.

11.3.4. BRACING
A. Roll bar hoops must have two (2) fore/aft braces with tubing of dimensions at least equal to that required for the main hoop itself. Diagonal lateral bracing of equal dimension tubing 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). The following alternatives are permitted. Although installing the diagonal lateral brace in the main hoop is the strongest (and hence most preferable) alternative, there may be instances where such an installation is not practical. In such situations the installation of the diagonal brace as shown in Fig. 3 will be acceptable.
B. The bracing must be attached as near as possible to the top of the hoop, but not more than 6 inches below the top of the hoop, and at an included angle of at least 30 degrees. If a single brace is used it must be attached at the top of the main hoop.
C. If the fore/aft bracing must be removable the connection between the roll bar hoop and the brace rod must be of the double-lug type fabricated with material at least 3/16th inch thick and welded through a double or gusset arrangement to avoid distortion or excessive strains caused by welding. It is recommended that the fore/aft brace be attached to a chassis member through a double-lug connection.

11.3.5 MOUNTING PLATES
A. Roll bars and braces must be attached to the frame of the car whereever possible. Mounting plates may be used for this purpose where desired.
B. In the case of cars with unitized or frameless construction, or cars with frames where frameless mounting of the rollbar is impractical, mounting plates must 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 3/16th inch thick . . . a minimum of 3 bolts per plate are requires for bolted in mounting plates. Mounting plates welded to the structure shall not be less than 0.080inch thick. Whenever possible the mounting plate shall extend onto a vertical section of the structure such as a door pillar.

11.3.6 REMOVABLE ROLL BARS
Removable roll bars and cages must be very carefully designed and constructed to be at least as strong as a permanent installation. If 1 tube fits inside another tube to facilitate removal, the removable portion must fit tightly and must bottom out on the permanent mounting. At least 2 bolts must be used to secure each such joint and the telescope section must be at least 8 inches in length.

11.3.7 INSTALLATION ON CARS OF SPACEFRAME AND FRAMELESS DESIGN
It is important that roll bar structures be attached to cars in such a way as to spread the loads over a wide area. It is not sufficient to simply attach the roll bar to a single tube or junction of tubes. The roll bar must be designed in such a way as to be an extension of the frame itself, not simply an attachment to the frame. Considerable care must be used to add as necessary to the frame structure itself in such a way as to properly distribute the loads. It is not true that a roll bar can only be as strong as any single tube in the frame.

11.3.8. ROLL CAGES
It is recommended but not mandatory that all cars utilize a roll cage as defined in the Section 11 of the TTR.

11.3.9. ROLL BAR PADDING
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 (R) or Ensolite (R) or other similar material with a minimum thickness of one-half inch. Padding meeting SFI spec 45.1 or FIA 8857-2001 is strongly recommended.

 

Hey where is the rally cage rules?lol
good idea though. Should be a sticky thread...

 

Good thread!

 

Post em if you got em

 

Awesome. Thanks for posting this

 

Nhra ?

 

Great thread, thanks for posting this! As someone else said, this should definitely be sticky!

 

Minimum installed Rally Cages in short form

Roll cage illustrations per FIA / RA rules when using DOM tubing:

1. Grey bars must be 1.75"x.095" minimum
2. Green and Red bars must be 1.5"x.095" minimum.
3. Door bars may form an "X", in which case the center of the "X" must be gusseted.
4. If an "X" in the roof plane is used, the center of the "X" must be gusseted




Mitsubishi Evolution specific roll cage blue print by Ralliart Japan.:
from Page 4 there is a detailed instructions how and what you can remove safely from the shell.:
http://www.ralliart.co.jp/GRN/homolo...ancerEvo10.pdf

and from page 20 there is a detailed info about the cage and pictures etc.

this is one FIA approved EVo rally roll cage design:

another one this is the one which is the closest design to mine:





2012, race year rule book for Rally .
http://www.rally-america.com/info/20...ook_Online.pdf


ps more detailed in person pictures can be uploaded if you guys interested. I would say the best would be if RKTmotors would share here if that is needed.

also those who think the rally cages are overshot, look at my fellow Hungarian rally racers what he have done last year
Nothing happened with him just minor scratches. And this is a left over of one of the fine WRC Subaru STI...

 

NHRA

4:10 ROLL BAR
All roll bars must be within 6 inches of the rear, or side, of the
driver’s head, extend in height at least 3 inches above the driver’s
helmet with driver in normal driving position or be within 1 inch of
the roof/headliner in the area above the driver's helmet, and be at
least as wide as the driver's shoulders or within 1 inch of the
driver's door. Roll bar must be adequately supported or crossbraced
to prevent forward or lateral collapse. Rear braces must be
of the same diameter and wall thickness as the roll bar and
intersect with the roll bar at a point not more than 5 inches from the
top of the roll bar. Crossbar and rear braces must be welded to
main hoop. Sidebar must be included on driver’s side and must
pass the driver at a point midway between the shoulder and elbow.
Swing-out sidebar permitted. All roll bars must have in their
construction a cross bar for seat bracing and as the shoulder
harness attachment point; cross bar must be installed no more than
4 inches below, and not above, the driver’s shoulders or to side bar.
All vehicles with OEM frame must have roll bar welded or bolted to
frame; installation of frame connectors on unibody cars does not
constitute a frame; therefore it is not necessary to have the roll bar
attached to the frame. Unibody cars with stock floor and firewall
(wheeltubs permitted) may attach roll bar with 6-inch x 6-inch x
.125-inch steel plates on top and bottom of floor bolted together
with at least four 3/8-inch bolts and nuts, or weld main hoop to
rocker sill area with .125-inch reinforcing plates, with plates welded
completely. All 4130 chromoly tube welding must be done by
approved TIG heliarc process; mild steel welding must be done by
approved MIG wire feed or approved TIG heliarc process. Welding
must be free of slag and porosity. Any grinding of welds prohibited.
See illustration. Roll bar must be padded anywhere driver’s helmet
may contact it while in driving position. Adequate padding must
have minimum 1/4-inch compression or meet SFI Spec 45.1. All
cars running 180 mph or faster, SFI Spec 45.1 mandatory.
6" max

4:11 ROLL CAGE
All cage structures must be designed in an attempt to protect the
driver from any angle, 360 degrees. All 4130 chromoly tube welding
must be done by approved TIG heliarc process; mild steel tube
welding must be approved MIG wire feed or TIG heliarc process.
Welding must be free of slag and porosity. Any grinding of welds
prohibited. Plating of chassis prohibited for all cars manufactured
after Jan. 1, 2003, unless otherwise noted in Class Requirements;
painting permitted. Additionally, roll cage must be padded anywhere
the driver’s helmet may contact it while in the driving position. For
Advanced E.T., Comp, Top Alcohol Dragster, Top Alcohol Funny
Car, Pro Stock, Funny Car, Top Fuel, and any car running 180 mph
or faster, padding must meet SFI Spec 45.1. Refer to illustrations in
Section 4:11 as well as specific Class Requirements for the
applicable e.t. and body-style roll-cage requirements. Open-bodied
cars running 9.99 and quicker and/or faster than 135 mph must
meet applicable SFI Specification for e.t. (see Class Requirements).
Full-bodied cars running 8.49 and quicker and/or exceeding 180
mph must meet applicable SFI Specification for e.t. and weight (see
Class Requirements). SFI Specifications may be purchased from
the SFI Foundation (sfifoundation.com, 858-451-8868); SFI
Specifications are not available from NHRA Technical Services.

Full-Bodied Cars
On full-bodied cars with driver in driving position, helmet must be in
front of main hoop. If helmet is behind or under main hoop,
additional tubing same size and thickness as roll cage must be
added to protect driver. Main hoop may be laid back or forward, but
driver must be encapsulated within the required roll-cage
components. On unibody cars with stock floor and firewall (wheel
tubs permitted), the roll cage may be bolted or welded to the
floor/rocker box via 6-inch x 6-inch x .125-inch steel plates similar to
the roll-bar attachment requirements of paragraph 4:10 in this
section. Unless attaching to OEM floor or frame, the minimum
requirements for a frame member to which a roll-cage member is
attached are 1 5/8-inch x .118-inch MS or .083-inch CM round
and/or 2-inch x 2-inch x .058 MS or CM rectangular.
All cage structures must have in their construction a cross bar for
seat bracing and as the shoulder harness attachment point; cross
bar must be installed no more than 4 inches below, and not above,
the driver’s shoulders, or to side bar. All required rear braces must
be installed at a minimum angle of 30 degrees from vertical and
must be welded in. Side bar must pass the driver at a point midway
between the shoulder and elbow.
Unless an OEM framerail is located below and outside of driver’s
legs (i.e., ’55 Chevy, ’65 Corvette, etc.) a rocker or sill bar, minimum
1 5/8-inch x .083 CM or .118 MS or 2-inch x 2-inch x .058-inch CM
or MS rectangular, is mandatory in any car with a modified floor or
rocker box within the roll-cage uprights (excluding 6 square feet of
transmission maintenance opening). Rocker bar must be installed
below and outside of driver’s legs and must tie into the main hoop,
the forward hoop, frame, frame extension, or side diagonal. Rocker
bar may not tie into swing-out side bar support. If rocker bar ties
into side diagonal more than 5 inches (edge to edge) from forward
roll-cage support or main hoop, a 1 5/8-inch x .083 CM or .118 MS
brace/gusset is mandatory between the diagonal and forward rollcage
support or main hoop.
“D” bar installation for full-bodied cars: For front-wheel-drive cars,
with complete OEM floor (from the firewall to the rear of the trunk)
and rocker/sill boxes, the 1 1/4-inch x .058-inch CM (.118-inch MS)
“D” bars (when required; i.e., when the main hoop is not welded to
the frame) may be welded to a 1 5/8-inch x .083-inch CM (.118-inch
MS) crossmember welded to the rocker/sill box via conventional 6-
inch x 6-inch x 1/8-inch-thick plates. For rear-wheel-drive cars, with
neither a frame nor subframe connectors, but with complete OEM
floor (from the firewall to the rear of the trunk; exception: the rear
inner wheelwells may be tubbed with steel or aluminum), the 1 1/4-
inch x .058-inch CM (or .118-inch MS) “D” bars may be welded to
conventional 6-inch x 6-inch x 1/8-inch formfitted/contoured plates
attached to the driveshaft tunnel. Otherwise, the “D” bars must be
attached to frame, subframe, or subframe connectors.
Swing-out side bar permitted on OEM full-bodied car 8.50 e.t. and
slower. The following requirements (a through d) apply:
a. 1 5/8-inch O.D. x .083-inch CM or .118-inch MS minimum.
Bolts/pins must be 3/8-inch-diameter steel, minimum and in
double shear at both ends.
b. Male or female clevis(es) permitted. Male clevis must use two
minimum 1/8-inch-thick brackets (CM or MS) welded to each rollcage
upright; female must use minimum 1/4-inch-thick bracket
(CM or MS) welded to each roll-cage upright. Pins must be within
8 inches of the vertical portion of both the forward and main
hoops. A half-cup backing device must be welded to the vertical
portion of the main hoop (inward side) or the upper end of the
swing-out bar (outward side), minimum .118-inch wall (CM or
MS) extending at least 1 5/8 inches past the center of the pins. A
clevis assembly using a minimum .350-inch-thick male
component and two minimum .175-inch-thick female components
may use a 1/2-inch-diameter Grade 5 bolt and does not require a
half-cup backing device.
c. Sliding sleeves of 1 3/8-inch x .083 CM or .118 MS, with
minimum 2-inch engagement, are permitted in lieu of the upper
pin/cup.
d. All bolt/pin holes in the swing-out bar must have at least one-hole
diameter of material around the outside of the hole.
Steel-bodied pickup trucks (7.50 seconds and slower), roll cages
are permitted with no back braces if the roll cage satisfies SFI
25.1E, 25.2, 25.4, or the roll cage consists of a 4-point (door car)
cage with a complete SFI 2.4B, 2.5B, 2.6, 2.7A dragster, SFI 10.2,
10.3 altered, or SFI 10.4 street roadster roll cage/driver’s
compartment incorporated into and attached to the 4-point roll
cage. An upper windshield bar is mandatory.
Non-steel-bodied pickup trucks (7.50 seconds and slower), roll
cages are permitted with no back braces if the roll cage satisfies
SFI 25.1E, 25.2, 25.4, or the roll cage satisfies the requirements for
SFI 2.4B, 2.5B, 2.6, 2.7A dragster, SFI 10.2, 10.3 altered, or SFI
10.4 street roadster roll cage/driver’s compartment. No 4-point
(door car) cage is required and no upper windshield bar is required.
On all cars requiring a roll cage, if the OEM firewall has been
modified (in excess of 1 square foot for transmission removal, not
including bolted in components) a lower windshield or dash bar of 1
1/4 x .058-inch 4130 chromoly or 1 1/4 x .118-inch mild steel is
mandatory connecting the forward cage supports.
All joints indicated as tube-to-tube joints/intersections must be
fabricated by properly notching the components to fit with minimum
clearance unless otherwise noted. Crushing the end of a tube to
oval in lieu of properly notching/fitting the tube is not acceptable.
Welding a plate to the side of one tube and butt welding the other
tube to the plate surface in lieu of properly notching/fitting the tube
is not acceptable.
For Sportsman full-bodied cars that require a roll cage (7.50
seconds and slower, including cars inspected to SFI 25.4 or 25.5): If
the windshield/roof bars are interrupted by the dash bar, then either
the entire dash bar must be minimum 1 1/2-inch x .058-inch CM
(.118-inch MS) or the entire dash bar must be minimum 1 1/4-inch x
.058-inch CM (.118-inch MS) and must be braced with gussets to
both the upper and lower sections of each windshield/roof bar. The
gussets may be either 1.75-inch x 1.75-inch x .110-inch (with one
1/2-inch-diameter and two 5/16-inch-diameter holes maximum)
4130 CM or MS plate (triangle shaped) or 3/4-inch x.049-inch CM
(.118-inch MS) tubing at least 4 inches long. An interrupted
windshield/roof bar is defined as one that has been completely
severed into upper and lower sections/pieces and then the
sections/pieces are welded to the dash bar.

 

reserved for discussion

 

The tricky part is the tubing diameter and the door bars. A rally cage is not legal for road racing with 1.5x.95 door bar. Now, there is a door sill bar that is of legal thickness but the door bars can be thinner. A lot of rally cages also use an x for the door bars so technically they have 3 door bars then. Plus, you add in the extra a pillar reinforcement and you tell me how a rally cage should not be road race legal!

 

So, build a rally legal cage with thicker walled tubing in the required spots and then your set.

 

Some day I'll need this info for my car, good idea with the post!

My only issue is that you need practically need a lawyer to read those rules!