Proposed Even Handed Time Trial Rules

[modernbeat]

Simple rules. Unlimited everything on suspension, engine and drivetrain.
Minimum weight is the "Class Multiplier" x the total width of the four tires.
If you want to add ANY aero beyond stock, you get an add-on to the multiplier.
If you have a drivetrain that is completely bone stock through the exhaust (except the tune) you can get another add-on to the multiplier.
Have Hoosiers or real slicks rather than 200tw or 100tw tires, add another multiplier
If the engine disparity is too much, you can add a multiplier for engines over/under 3 liters.
Minimum weight is rounded up to the next whole number. And weighed as you come off the track with whatever fuel is in the car, the driver and driver's equipment.

For the sort of middle class, you use something like a multiplier of 2.44 with -0.12 modifier for stock drivetrain and 0.12 modifier for non-stock aero
A Miata on 225 tires in this class would have a minimum weight of 2196 lbs.
Have a Miata with stock drivetrain, subtract 0.12 from the class multiplier (225 tire size x 4 tires x 2.32 stock aero, stock drivetrain modifier = 2088 lbs minimum weight)
Have Miata with modified drivetrain and aero, add 0.12 to the multiplier (225 tire size x 4 tires x 2.56 with modifiers = 2304 lbs minimum weight)
Have an S197 Ford Mustang on 305 tires with no aero, but some drivetrain mods (305 tire size x 4 tires x 2.44 stock aero = 2977 lbs minimum weight)
A Porsche Cayman in this class with it's stock 235 front and 265 rear tires, but stock drivetrain and aero ((235x2 + 265x2) tires x 2.32 = 2320 lbs minimum weight

For the fast class you start with a multiplier like 2.10 and have modifiers of -0.25 for stock drivetrain and 0.28 for non-stock aero.
A Miata on 225 tires in this class would have a minimum weight of 1890 lbs.
Have a Miata with stock drivetrain, subtract 0.25 from the class multiplier (225 tire size x 4 tires x 1.85 stock aero, stock drivetrain modifier = 1665 lbs minimum weight)
Have Miata with modified drivetrain and aero, add 0.28 to the multiplier (225 tire size x 4 tires x 2.38 with modifiers = 2142 lbs minimum weight)
Have an S197 Ford Mustang on 315 tires with no aero, but some drivetrain mods (315 tire size x 4 tires x 2.1 stock aero = 2646 lbs minimum weight)
A Porsche Cayman in this class with it's stock 235 front and 265 rear tires, but stock drivetrain and aero ((235x2 + 265x2) tires x 1.85 = 1850 lbs minimum weight

For a slower class, you use something like a multiplier of 3.00 with -0.10 modifier for stock drivetrain and 0.10 modifier for non-stock aero
A Miata on 205 tires in this class would have a minimum weight of 2460 lbs.
Have a Miata with stock drivetrain, subtract 0.10 from the class multiplier (205 tire size x 4 tires x 2.9 stock aero, stock drivetrain modifier = 2378 lbs minimum weight)
Have Miata with modified drivetrain and aero, add 0.10 to the multiplier (205 tire size x 4 tires x 3.1 with modifiers = 2542 lbs minimum weight)
Have an S197 Ford Mustang on 305 tires with no aero, but some drivetrain mods (305 tire size x 4 tires x 3.0 stock aero = 3660 lbs minimum weight)
A Porsche Cayman in this class with it's stock 235 front and 265 rear tires, but stock drivetrain and aero ((235x2 + 265x2) tires x 2.9 = 2900 lbs minimum weight

If you really want to keep the "big" cars with big displacement engines out of the slower classes, you give the class a crippling penalty for engines over 3 liters.
If you want the slower classes to have less aero, you increase the non-stock aero penalty on those classes.
Because the penalties and modifiers are called out separately for each class, you have more ability to shape the cars performance in the class.
What you want to avoid are rules that are specific to an engine layout, suspension equipment, or finely defined modifications because many of these will apply differently based on different chassis and really only work well when you have a tightly defined group of cars that are acceptable.

[modernbeat]

After an unstructured roundtable discussion regarding our local SCCA Region Time Trial classing, and some side discussion about operations, I'll add these suggestions.

If you have unskilled drivers, they belong in a training group, not with the competitive group. This includes drivers that lack situational awareness, aren't up to pace with their class, and are not arranging to be passed by faster drivers. If a driver somehow ends up in TT but is disrupting their group, have the spine to send them back to the training group until they are up to speed. This is even more important when you have limited passing allowed. Regular driver meetings during the day will help the organizers with this.

In the training group start novices with instructors, but also allow drivers with some experience to drive in the same class without instructors in their cars. The instructors should be evaluating everyone in the group, not just the driver of the car they are in. Evaluating situational awareness and point-bys from other cars is important. Don't be in a rush to graduate novice drivers to time trials.

With the small groups that the Region runs, they should have no issues gridding groups of classes in a single session. But, the grid has to be organized by speed, fastest cars first. The entire grid should be released as a group and not staggered. It's the first car's job to keep the group bunched up on the warmup lap and at warmup speed until the start flag is shown. This is an easy method to allow most of the competitors a number of clean, fast laps without having to arrange for a pass. If a driver is late to grid and miss the release, they miss the session as it creates too many issues to inject a cold car on a warmup lap into a group that is both sorted by speed and already on their hot laps. NO LATE RELEASES. The grid person should have results printouts sorted by speed, and the competitors should have access to the data so they can sort themselves out in grid. Allow competitors that know they will be slow on the first laps because of tire warming requirements to put themselves further back in the pack.

Participants should understand that the goal of Time Trial is to set a single fast lap. Trying to run every session, the entire session, and getting maximum seat time, should not be the ultimate goal. Trying to run every lap at speed is not the goal. Participants need to understand that they will have to give up speed to position themselves for a flyer, a clean fast lap. If they need to preserve tires, they can skip sessions if running the session won't result in a faster time for them. Once they have their fast lap in the bag, they should consider coming in and ending their session to make it easier for those remaining on track. They have to understand that setting up a flyer and having to pass (or be passed) during the lap does not result in a fast lap.