SCCA-sanctioned RallyCross series have attracted hundreds of wanna-be rally stars from throughout the country. Rally fans and other car enthusiasts can bring their everyday car out to an event and enjoy some of the flavor of true performance Rallying with much less risk of a high-speed "off."
For many years various car clubs throughout the country have held events that could be considered much like today's RallyCross. In 1998 RallyCross officially became part of the SCCA Rally system. Although officially recognized, it took some time for various regions to build their programs, and rules continue to be in flux. RallyCross is currently a fast growing part of the SCCA, and offers an excellent introduction to motorsports participation for Rally fans.
RallyCross combines the slippery off-road excitement of performance Rally with the accessibility of an entry-level motorsport. In a RallyCross, like in Autocross, you'll drive through a course marked by traffic cones and incur a a time penalty for knocking them over or going off course. Unlike autocross, the course is run on a loose surface like dirt, grass, or gravel. Like Rally, your time for each run is added to the previous run's time, emphasizing consistency. Your final event placement is determined by the combination of all your run's times plus penalties.
While many in the SCCA originally envisioned RallyCross as a stepping stone to the Club- and ProRally series, RallyCross has grown into its own viable sport, with dedicated competitors vying for series championships in a wide variety of SCCA regions throughout the country.
Non-SCCA-affiliated clubs also still sanction "RallyCross-like" events, although the SCCA has the trademark on that term. If your local club puts on a "grass autocross" or some other similarly-named event, it may be quite similar to SCCA RallyCross, and is worth checking into.
The Event:
For the first-time RallyCrosser, showing up as a newbie at the event with no idea of what to do can be a bit intimidating. While no two clubs put on identical events, some simple tips can help with any event, and some of these are even good reminders for the old-timers:
Many clubs split the day into two sessions, morning and afternoon, and two run groups in each session. Some clubs run more sessions, some clubs only run one session per day. Generally, each session will be split into two or more roughly-equal run groups, so that an equal number of the entrants are running while the others are working. The published schedule or flyer should indicate which classes run during which part of the day, so you know when you should arrive.
Show up early. Nothing ends your day more quickly than being too late to get registered. It's also always much better to have plenty of time to do everything than to be rushing around.
Bring your own helmet. While most clubs will provide loaner helmets, they're usually in short supply and can be a hassle. It's also much nicer to only have to deal with your own sweat on your head. Be sure to get a Snell-rated helmet, as current as possible -- ideally Snell 2000.
Get through registration and technical inspection as soon as possible after arrival. Some clubs require you to pass the tech inspection before you're allowed to register, others allow registration first. Empty all loose items out of your car (except your helmet) before you take it to inspection, and remember to bring money, identification, and proof of club affiliation (if any) to registration. Make note of the scheduled times for the drivers meeting and first car out, in case they've changed from the earlier-published times.
Walk the course at least once, preferably several times. Pay close attention to any optional or complex elements. Study the course map while walking if the club provides one, and ask more experienced folks if something is confusing or if you're curious about the best line to take.
Attend the drivers meeting. Pay attention to any additional rules or possible last-minute course changes you may not know about. You will probably be given a work assignment at this point, so be sure to note what it is and that you understand your responsibilities.
If you have to work first, grab your coat or sunscreen and a bottle of water and head out. You'll most likely be standing out on course chasing cones after the folks in the other half of your run group knock them over. Working first gives you the advantage of being able to watch the way the other competitors navigate the particular portion of course you're working. Be sure to pay attention to the cones though, it's easy to miss that one has been knocked over because you were watching the car.
If it's your turn to drive, head to your car. Double-check that you've got your helmet and anything else you might need (a tire pressure gauge can be handy), and head toward grid. If your club assigns grid spots, proceed as instructed by them. If you get to pick your grid spot, this may be the most important part of the event. If the conditions are variable (especially for clubs that use a water truck for dust control), you need to try to be the last car out. Unfortunately, everybody else will also be trying to be the last car out, so it'll be a bit tough. Hiding in the porta-pottie is a convenient but obvious solution that some of your competitors might frown upon.
Drive. As fast as possible, but controlled. Avoid the cones.
If you didn't work an assignment before, you'll have to work now. Your fellow competitors are relying on you to work just like they did while you were running. If you skip out on your work assignment, you'll be found out and will not be allowed to run another event.
Attend the awards ceremony (if there is one). If you're the amazing driver everybody thinks they are, you probably won a snazzy plastic trophy. If not, you've got something to shoot for.
Go home and wait impatiently for the next event.
If at any point you don't know what to do, ask. It's way worse to do something stupid because you didn't ask, than to ask a seemingly-stupid question.
Championship Series:
Most clubs put on a several-event championship series for the year. This requires a bit more commitment, and can involve more strategy as well. You'll generally need to run a minimum number of events to qualify for the championship. You'll also need to pay more attention to your car's preparation, since it's more likely your series competitors will be preparing their cars, and also scrutinizing anybody else's they think might be pushing the limits of the rules.
The season champion will be determined by a points system of some kind. Many clubs use the SCCA ClubRally points system, shown below:
1st: 20 points
2nd: 18
3rd: 16
4th: 14
5th: 12
6th: 10
7th: 9
8th: 8
9th: 7
10th: 6
11th: 5
12th: 4
13th: 3
14th: 2
15th: 2
If you plan on running your region's championship series, check with them to see what points system they use.
[Stuff about the rules, that I did before I remembered you were doing that:]
The Rules:
While there is a limited national SCCA RallyCross rule set based on the car classification rules from ClubRally, most clubs make minor adjustments to fit better with RallyCross competitors in normal street cars. Many clubs prohibit lifted trucks and other tippy vehicles for safety reasons, but almost any other hardtop vehicle can be brought out to an event and have a place to compete.
Some clubs limit certain classes to street tires only (no grufty rally, mud, or snow tires) to even out the competition amongst "run what you brung" competitors. Other clubs utilize a "semi-stock" or similar class so that a street car with a cold-air intake doesn't get bumped directly into Open class against full rally cars. Some clubs also forego the normal rally "turbo inlet restrictor" limitations for turbocharged street cars. Be sure to check with your local club to find out if they have any particular rules that will affect you.
One of the features of the Rally rules that confuses many RallyCross competitors is the "adjusted displacement" restriction. This is a simple mathematical formula that uses your car's engine displacement multiplied by values assigned for different features, to come up with an "adjusted" displacement. That new number is then used to classify your car against others. Although it's simple from a mathematics standpoint, it's not as easy as it might seem if it's the first time you've seen it, and you're standing in the rain in front of a registration desk at 7:00 am, with no coffee. Some clubs have added classes that do away with this system specifically because it can cause confusion. If your club uses it, and if you have a common car, it's probably easiest to ask your fellow competitors where you should be. If you really need to figure out what your adjusted displacement is, you'll need to read the appropriate section of the rule book. Luckily it's available online, at the SCCA's Performance Rally web page (http://www.scca.org/amateur/performance_rally/). It's likely that your club has expanded upon these rules, so we'll remind you yet again to check with your local club before making any classing decisions.