Specific Requirements Discussion

The article here record more detailed discussion that backs up the Group ND Proposed Specific Requirements and the Justification and Rationale that has been used.

Many of these Articles breach many interrelated elements of the Specific Requirements and give some insight into the complexities that exist with determining the Specific Requirements

Fuel System modifications Group C v 5th Cat v ND

Fuel

Existing Regulations

ND Proposal

CAMS Manual Group C 1973: Fuel used shall be commercial fuel as defined

Whilst the current Group C Touring Cars specific requirements allow for fuel up to 104RON we believe that the Fuel for Group ND cars should be restricted to commercial pump fuel 98RON only, no ethanol blends such as E10 or E85, no race only fuels such as 104RON.

5th Category Specific Requirements Group C Touring 2025:

Only the following fuel is permitted:

Pump Fuel as defined by the Manual Technical Appendix Schedule G; or
Unleaded Racing Fuel as defined by The Manual Technical Appendix Schedule G except that the following higher specifications are permitted:
1. Up to a maximum RON of 104; and
2. Up to maximum of 3.7% Oxygen by volume (v/v)

Fuel Tanks

Existing Regulations

ND Proposal

CAMS Manual Group C 1973:

The use of safety type fuel tanks (either "bladder" or "Synthetic" types) is permitted, provided that neither the location, general appearance or method of filling is altered
The capacity of such a safety tank may be greater or less than that fitted by the manufacture, provided always that the capacity does not exceed that promulgated in appendix C, part 14 ("Fuel Tanks")
The fitment of a one-way valve on the fuel tank inlet for fuel ventilation (maximum breather outlet not to exceed1/2" internal diameter) and designed to prevent the egress of fuel in the case of an accident is permitted, provided that the diameter of the fuel tank inlet or port is not increased beyond original specifications.

The Group C rules should not be utilised as the current 5^th Category requirements are suitable for todays needs.

The fuel tank should follow the current 5^th Category requirements which allows for the fitment of commonly available aluminium or plastic fuel cells which typically comply with the following Motorsport Australia schedule.

Technical appendix schedule N – Fuel Tanks

Such commonly available fuel cells are usually sold with an appropriate one-way breather valve designed to prevent egress of the fuel in the case of an accident (rollover).

Filler neck and filler orifice sizes are both redundant in 5^th Category races as there are no events where refuelling during the event is required. So no perceived advantage can be gained by altering the filler neck or filler orifice.

CAMS Manual Group C 1983:

1) Safety Bladder Tanks

The installation of an FIA approved bladder type tank is permitted provided that it is installed in the general location of the original tank and panel modifications are in accord with paragraph9 or part 14 appendix C.
The capacity of such safety tank may be varied from that fitted by the manufacturer of the car, provided always that the capacity does not exceed that nominated in paragraph 10 part 14 appendix C

2) Foam filled Tanks

The fitment of a one-way valve on the fuel tank inlet for fuel ventilation (maximum breather outlet not to exceed13mm internal diameter) and designed to prevent the egress of fuel in the case of an accident is permitted, provided that the diameter of the fuel tank inlet port is not increases beyond the original specification.
The fuel filling port may be relocated on those cars which have a foam filled fuel tank. In the event of relocation:
1. the filler orifice shall be located not more than 50mm from the tank.
2. Original fuel port shall be rendered inoperative
3. No Panel modifications are permitted save that the floor of the luggage boot may be modified to allow the protrusion of the filler neck.
4. Regardless of the number of original fuel ports one port only may be utilised and this shall have no greater diameter than that of the original filler orifice; and in the case of cars fitted originally with multiple fuel ports, one of the original filler orifices.

5th Category General Requirements 2025:

Fuel tanks: The fitment of a foam-filled fuel tank, or a fuel tank of a safety type approved by the FIA to FT3 specifications, is highly recommended refer the Manual Technical Appendix Schedule N. Where such a fuel tank is fitted, it should be installed either:

(i) in the same location as the original fuel tank, whereupon the original tank may be removed; or

(ii) as near as practicable to the retained original fuel tank. In this instance the original fuel tank must be fully drained of any liquid, cleaned and rendered totally fuel vapour free, any drain plug must be removed, and the tank must be adequately vented. The filler neck must be isolated to prevent accidental re-filling.

Body Modifications Group C v ND

Battery Location

Group C Reg

ND Proposal

CAMS Manual 1973: The Make and capacity (amperage) of the battery is free. provided that the location remains unchanged(i.e. the coachwork compartment in which the battery was originally located)

Most race cars these days run a sealed battery and a battery isolate switch within reach of the driver. Placing the sealed battery inside the cabin with a short main power lead from the battery to the master isolator switch is considered safer than running high power battery cables long distances from the battery into the cabin mounted isolator switch - Hence the battery location should be free.

While allowing sealed batteries will allow a small weight reduction, a further specific requirement regarding "minimum race weight" will stop rampant deliberate lightening of the model.

Guards and flares

Group C Reg

ND Proposal

CAMS Manual 1973: Protrusions, the result of body joining techniques may be cleared from the inside of the wheel arches by reforming so as to avoid damage to tyres. Panels may not be reformed, nor may any material whatsoever be removed or replaced.

The regulations surrounding the modification to guards and flares evolved over the proposed group ND era culminating in the acceptance of cutting guards for the fitment of flares.

Various manufacturers offered flares as standard equipment or option on certain MODELS in the period, eg, Holden Gemini CDT sedan and coupe, Holden LH/LX Torana, Toyota Celica Supra, Mini Clubman & GT

Giving all competitors the option, takes away any real or perceived performance improvement.

CAMS Manual 1983: Metal May be removed from the panels only when mudguard flares as describe in (d) hereof, are fitted, The only Reforming is:

The flattening of wheel arch beading against the inside of the mudguard permitted only where such beading constitutes a potential danger to the tyre and must be effected so the outside contour of the mudguard remains unchanged.
The rendering safe of body joining protrusions, which may be closed against the the appropriate inner mudguard panel.
(relates to exhaust)
It is permitted to fit mudguard flares as described in the relevant recognition documents as issued by CAMS. It is permitted to remove such metal as may be necessary for this purpose.

Minimum production volume

While the suggested minimum volume we have chosen is 200 identical vehicles, this number needs further discussion with stakeholders. The intent was to prevent very low volume "hand-made" race cars which were almost always not available to the public and also to eliminate very low volume dealer specials, largely because these did not reflect the cars of the day, and in many cases, had varying specifications within the low numbers built (e.g. Stewart turbo Celicas). The suggested value of 200 however was thought to be large enough to allow some volume models like the HDT enhanced Commodores, to be included should their owners be so interested.

Group C Reg	ND Proposal
CAMS Manual 1983: Cars Manufactured in Australia in quantities of not less than1000 basicaly similar units and which shall be subject of recognitionby CAMS	suggested minimum volume we have chosen is 200 identical vehicles

2 door cars v Sports cars

Vehicles with 2 doors and only 2 seats and not eligible vehicles, these are deemed to be a sports car for this discussion.

Vehicles with 2 doors and 4 or more seats are potentially eligible vehicles. But, some of these cars have already been classified as belonging to other groups by Motorsport Australia.

A lot more discussion is required to determine the eligibility of these "crossover" vehicles, Can they exist in 2 groups/subgroups or do they remain exiled from Group ND?

Alpha Romeo 105 and Alpha Romeo GTV 1750 should both be an eligible vehicles for Group ND but they are currently log booked as Group Sb Sports Cars.
Fiat 128 and Fiat 124: These cars raced at Bathurst under group C regulations and should be an eligible vehicle for Group ND but they are both currently log booked as Group Sc Sports Cars
Datsun 260Z and 280ZX (2+2) should both be eligible vehicles for Group ND but they are currently log booked as Group 2b/2f (non historic) Sports Cars.

Roll cages and the rear seat

Fitting a roll cage to a Nd era touring car can be problematic due to often conflicting needs, Schedule J of the MA handbook gives the required technical information on the cage structure which exists on one side of the discussion and on the other end is the consideration of retaining the rear seat as per original Nd era racing classes such as Group C.

Spread between these two extremes that are newer safety requirements and considerations such as HANS devices, Helmet Clearances, Seat belt angles, Emergency Exit Times, Flammable Materials in the cabin space to name a few