STANDARDIZED RULE SET FOR RC FUN DRIFT COMPETITION

Section I. General Event Rules

These are the general rules that should be enforced at any competition, session, or demonstration held by any organization using this standardized rule set.

A. Keep your attitude and behavior on check. RC is more about having fun with your fellow drivers. We all want to win, but don’t forget that having fun is the most enjoyable part of our hobby. 

B. Any of the following will serve as grounds for removal or ban from current and future events: disrespecting other event participants or spectators, use of illegal substances, attempts to destroy or hinder other people's equipment, stealing, threats of bodily harm, or anything else that is seen as negative by the event staff. 

C. Drivers caught cheating are subject to being disqualified from the event, and possibly banned from future events. 

D. The host staff, host location, and event sponsors will not be held accountable or responsible for any personal or property damage or loss occurring at any events. By appearing at any event, the participants and spectators acknowledge that they are there on their free will, and that they take responsibility for the safety and security of their person and their equipment / property. 

E. No refunds, transfers or exchanges for any entry fees. 

F. The event staff reserves the right to refuse event participation and/or or access to an event for anyone at anytime for any reason at our discretion. 

G. Rules and specifications are subject to change without prior notice. 

Section II. Event Overview

This is a sample general time line for an event. Sessions can be a few hours, day or night. Competitions generally take 6-8 hours depending on entries.

A. Most RC drifting events will be run similar to the following schedule: 

•                 Track and facility setup 
•                 Start of event / Morning Practice Session 
•                 Driver’s meeting / Group Photo 
•                 Group Qualifying 
•                 Lunch Break / Open Practice / Tandem Bracket Setup 
•                 Tandem Battle – All Classes 
•                 Special Challenges (*if applicable) 
•                 Closing Ceremonies / Winners Photos 
•                 Prize Raffle (*if applicable) 
•                 End of Event / Track and Facility Teardown

B. The actual ending time may vary slightly depending on factors including but not limited to: number of total entries, and how many “sudden death” battles during twin battle competition. 

C. There may be certain situations that require the event program to be modified the day of the event. As much as everyone would like to avoid any circumstance that steers from the planned schedule, if a situation arises where a modification must be made, the situation will be addressed and all drivers entered in the competition will be informed in a timely manner.  

Section III. Event Facilities and Course Layout

At each event there will be a designated pit area, judging/check-in area, drivers area and the actual track. The event will always have these specified areas. The course will be where drivers will practice, qualify, and compete in tandem drift battle.

A. Track lanes will be defined by walls and/or corner dots, and any particular or unique track detail will be addressed by the event staff if needed. 

B. When possible, a track layout diagram or photo will be posted online prior to the event date. 

C. Scoring zones must be marked with corner dots and zone marks. 

D. The start/finish line(s) and the scoring zones will be marked with a chalk line or tape if necessary. 

E. During morning practice, there may be minor adjustments to the track layout if it will make the flow of the course better for the drivers. 

F. A qualifying layout is finalized once the event qualifying begins – no track layout changes will be allowed until after qualifying has been completed. 

G. A tandem battle layout is finalized once the tandem battles begin – no track layout changes will be allowed until after tandem battle has been completed. 

H. Course modifications may be required between qualifying and tandem battle, or between tandem battle and any other special events: 

1. A layout may be modified after all qualifying is complete, if the modification encourages better tandem drifting for tandem battle. For example, an S-turn that works for single-car qualifying would be modified into a medium sweeper for the purpose of giving tandem battles more room.

2. No layout change between qualifying and tandem battle will be made that increases the overall difficulty of a complete lap.

3. A layout may be modified after all tandem battles are complete, if any “special events” done after the main bracket requires certain modifications to the course layout. 

I. The surface of the track will be swept/dusted off as much as possible before the event begins, and the course layout will be simple yet challenging. 

J. Track direction of running will not switch directions for the entire event.  

Section IV. Morning Practice

Before actual competition begins, there will be a morning practice session where drivers can familiarize themselves with the track layout, surface, and driving line. Controlled Practice” ensures that each driver will get ample practice time without having to deal with lap traffic. It eliminates over-saturation (too many cars on the track to allow any driver to get opportunities to run clean laps.) and enables drivers to practice without having to stand amongst a crowd or a clogged driver’s stand.

Advantages to Controlled Practice:

•                 Limited cars on the track allow drivers to practice without traffic 
•                 All drivers get guaranteed practice time on the track 
•                 Each driver will have a set starting time for their practice 
•                 Drivers will be on the track with equally-skilled peers in the same class

Details to consider when using Controlled Practice:

•                 Time must be equal for all groups
•                 Classes with many drivers should be split to avoid over saturation (traffic)
•                 First practice groups will wait longer before qualifying begins
•                 Overall practice time will be longer than one “open” practice session

A. Equipment level or the driver entry list can be used to divide the drivers into smaller, manageable groups for the controlled practice session. 

B. Driving Groups should be specified before the event begins. 

C. Group size should also be relative to overall track size: 

1. For small tracks, groups should be no more than five (5) drivers per group.

2. For medium tracks, groups should be no more than ten (10) drivers per group.

3. For large tracks, groups should be no more than fifteen (15) drivers per group. 

D. Drivers should not be on the track at any time unless their group is called for controlled practice. 

E. All controlled practice groups should get equal time on the track before qualifying begins. 

F. If a particular driving line will be focused upon by the judges, the event staff should do a short “line demonstration” beforehand to show all competitors which drifting line to practice. That way all drivers will know what the judges will be looking for during qualifying/tandem battle. The best time to do this is right before you start the controlled practice session. 

G. If a driver‟s group is not called for controlled practice, that driver should not be on the track at that time. 

H. Only drivers that are actually entered in competition are allowed in the morning practice session, since these are the drivers that need to familiarize themselves with the course. 

I. Only vehicles that are actually entered in competition are allowed on the course during the morning practice session. After qualifying, the lunch break practice session will usually be “open.” Thus spectators and competitors can use other drift vehicles on the course.  

Section V. Concourse Competition

Concourse competition is a static contest for the best overall looking vehicle entered in competition.

A. Concourse will be held after the morning practice session but before actual competition begins, usually during or right after the mandatory drivers meeting.

Concourse competition is a static contest for the best overall looking vehicle entered in competition. 

A. Concourse will be held after the morning practice session but before actual competition begins, usually during or right after the mandatory drivers meeting.  

B. Only event competitors may enter the Concourse for a chance at winning prizes.  

C. The general criteria for a winning concourse vehicle is a combination of the following factors:  

Section V. Concourse Competition (Best Body Shell)

Concourse competition is a static contest for the best overall looking vehicle entered in competition. 

A. Concourse will be held after the morning practice session but before actual competition begins, usually during or right after the mandatory drivers meeting.  

B. Only event competitors may enter the Concourse for a chance at winning prizes.  

C. The general criteria for a winning concourse vehicle is a combination of the following factors:   
Section V. Concourse Competition (Best Body Shell)

Concourse competition is a static contest for the best overall looking vehicle entered in competition. 

A. Concourse will be held after the morning practice session but before actual competition begins, usually during or right after the mandatory drivers meeting.  

B. Only event competitors may enter the Concourse for a chance at winning prizes.  

C. The general criteria for a winning concourse vehicle is a combination of the following factors:  

1. Quality of the paint job  2. Use of color combinations  3. Originality of vehicle scheme  4. Scale detail  5. Overall execution  

D. Motorized panels, engine mock-ups, light kits, simulated interiors, driver figures, external accessories, and other add-on details are permitted, but keep in mind that unless the “complete package” is presented, having just one or two of these “extras” will not necessarily give you the edge during Concourse Competition.  

E. Each body can only win once, but each winning driver may enter another body in a different event. No multiple entries by the same person on the same day, and once a body wins a concourse event, it is no longer eligible to compete in another concourse event.  

F. Concourse winning bodies must, at minimum, be used for qualifying on the same day that the body won the Concourse competition.  

G. Bodies entered in Concourse Competition must be mounted on a running chassis. Chassis must have complete running gear, and should be capable of doing a „demo lap‟ in case the judges want to see one.  H. Any chassis and body combination chosen as Concourse winner but not able to perform a demo lap will be disqualified.  

I. Concourse competition is a vehicle competition; external “display” additions such as trailers, dioramas, or other non-vehicle scenery may be used but will not be a deciding factor when choosing a Concourse winner. 

B. Only event competitors may enter the Concourse for a chance at winning prizes.

C. The general criteria for a winning concourse vehicle is a combination of the following factors: 

1. Quality of the paint job  2. Use of color combinations  3. Originality of vehicle scheme  4. Scale detail  5. Overall execution 

D. Motorized panels, engine mock-ups, light kits, simulated interiors, driver figures, external accessories, and other add-on details are permitted, but keep in mind that unless the “complete package” is presented, having just one or two of these “extras” will not necessarily give you the edge during Concourse Competition.  

E. Each body can only win once, but each winning driver may enter another body in a different event. No multiple entries by the same person on the same day, and once a body wins a concourse event, it is no longer eligible to compete in another concourse event.

F. Concourse winning bodies must, at minimum, be used for qualifying on the same day that the body won the Concourse competition. 

G. Bodies entered in Concourse Competition must be mounted on a running chassis. Chassis must have complete running gear, and should be capable of doing a „demo lap‟ in case the judges want to see one.  

H. Any chassis and body combination chosen as Concourse winner but not able to perform a demo lap will be disqualified. 

I. Concourse competition is a vehicle competition; external “display” additions such as trailers, dioramas, or other non-vehicle scenery may be used but will not be a deciding factor when choosing a Concourse winner. 

Section VI. Group Qualifying Method
In order to place in the tandem bracket, each competitor will run a series of laps through a qualifying session to earn qualifying points. The “Group” method will be used which allows small groups of drivers to qualify at the same time. Here are the advantages of group qualifying.
A. Drivers will be separated in small groups, and each qualifying group will consist of 3-5 drivers per group. 

B. Each group will run, in order, a series of laps through a qualifying session to earn qualifying points. 

C. Each driver will run a total of four (4) laps for qualifying: two (2) laps of warm-up, followed by two (2) laps where they will be judged and scored. All four (4) laps will be continuous, with a specified start and finish point marked on the course. 

D. The scored laps will be added together to give you your qualifying points count. 

E. A specified “staging area” will be marked on the track where cars in the current qualifying group should be placed. Transmitter and car should be turned ON at this point. The driver may then go to the driving area to prepare for qualifying. 

F. When a group is called to qualify, all cars in that group will qualify at the same time. A staggered start should be used to evenly space out the cars on the track, and the order of the cars should not be altered during the qualifying run. 

G. If a driver must drop out of qualifying due to unpredictable mechanical failure or crash with damage, they may still return to the track after repairs if their qualifying groups are still on the track. If the rest of the group is finished, then the driver who dropped out will only receive points up to the point where they had to drop out. 

 

H. A driver will receive a DNF (Did Not Finish) for qualifying, which results in 0 points, if one of the following occurs: 

1. DNF if your name is called and it‟s your turn to qualify, and your car is not on and ready in the staging area when your group is called.

 

2. DNF if you cannot finish your qualifying run due to mechanical failure, crash with damage, or a dead battery once your groups‟ qualifying begins.

 

3. DNF if your vehicle is found to not be legal as per the rule set.

 

4. DNF if you fail to complete your qualifying run due to a discharged battery. Discharged batteries are not “unpredictable failure” since it is the drivers responsibility to make sure that their battery is fully charged and ready to go BEFORE their qualifying run begins. 

I. Qualifying will take place with no breaks in between groups (other than class changes) in order to keep the schedule tight. 

J. Event staff will call the upcoming drivers/groups ahead of qualifying time so that all competitors will have ample time to prepare for their run. 

K. Drivers should be ready with their car at least one group ahead. 

L. After qualifying is completed for all drivers, the highest scoring driver (per class) will be seeded #1 in the tandem bracket, followed by the second-highest in seed #2, etc. 

 

M. Events may have more than one qualifying session. If there is more than one qualifying session, points will be cumulative.   

 

Section VII. Qualifying / Scoring Points

The 3-point method is a combination of objective and subjective scoring. During qualifying, points will be earned when a driver can combine speed, smoothness, and angle while hitting the specific scoring zones (or clipping points) that are marked on the course. Drivers will want to hit all scoring zones while driving fast, smooth, and with good angle to gain qualifying points. These qualifying points will determine each driver’s position in the tandem battle.

Advantages to using the 3-point method:

•                 Drivers may earn extra points for speed and/or fluidity
•                 Drivers earn more through consistency
•                 Drivers are required to qualify at high speed
•                 Smooth lines earn points
•                 Less points to calculate for seeding

Details to consider when using the 3-point method:

•                 More pressure on drivers to impress judges
•                 Driver performance and judges evaluation determines qualifying score
•                 Scoring zones must be visible by all scoring/judging staff

A. Drivers earn points by drifting their vehicle through a series of scoring zones. The scoring zones are specific points on the track (usually positioned at a corner dot or an

outside wall) that is placed within the natural driving flow of the course. 

B. No zone will be randomly placed in an awkward spot away from the natural flow of the course and/or the desired driving line. 

C.   There are 3 scoring zones per lap, placed as consecutive as possible, in an area of the course that can be easily seen and judged by the event staff.  

D.   Upon approaching a scoring zone, the goal of the driver is to:  1. Enter the zone in a drift  2. Proceed through the zone while in a drift  3. Drift as close to the clipping point

as possible  4. Exit the zone in a drift  5. Do not allow front tires or body to make contact with the clipping point (the front bumper may ride over the corner dot, but must not

make actual contact with the corner dot)  6. Do not stall, spin, crash, or lose the drift. 

E. Zones should be marked using the following specifications:

 

1. Zones should be marked with sidewalk chalk, 1 to 2″ wide high-adhesive colored duct tape, or 1 to 2″ wide reflective vinyl strips. They should be in bright colors, easily visible from the driver‟s area and the judging area. Two parallel lines measuring 18″ long should be made parallel to the angle at which a vehicle would be if drifting through that apex. See diagram above. 

2. Corner Apex and Switch Back scoring zones should have hash marks with 6” of space for the 3-point area, 6″ of space for the 2-point area, and 6″ to no limit for the 1-point area. Marks should be easily visible from the drivers area and the judging area. 

3. For Outside Line zones where the arc of the intended drifting line is large, the zone width can be extended, as long as the zone depth (18″) and scoring area spacing (6″)

remain the same.

F. There are three (3) types of scoring zones where drivers can earn objective qualifying points for bracket seeding. These are shown in the diagrams below: 

 

Corner Apex For a Corner Apex zone, the driver must initiate a drift before reaching the scoring zone, facing the nose of the vehicle toward the clipping point. The driver will then pass through the zone in mid-drift, scoring points for their qualifying score.

Outside Line For the Outside Line zone, the driver must initiate a drift before reaching the scoring zone, facing the nose of the vehicle away from the outside wall.  The driver will then drift through the zone in mid-drift, while trying to get the tail of their vehicle as close to the outside wall as possible, scoring points for their qualifying score.

Switchback Entry For a Switchback Entry zone, the driver must first be drifting facing the nose of the vehicle away from the clipping point.  Before they reach the clipping point, the driver must perform a “switchback” and turn their drift the opposite direction so that the nose of the vehicle is now facing the clipping point. This “switchback” maneuver should be done in one fluid motion, without losing the drift in between.  The driver will then pass through the zone in mid-drift, scoring points for their qualifying score.

Each scoring zone is detailed below:

1. Corner Apex - A standard apex point of a corner  For a Corner Apex zone, the driver must initiate a drift before reaching the scoring zone, facing the nose of the vehicle toward the clipping point. The driver will then pass through the zone in mid-drift, scoring points for their qualifying score.

•                     3-points awarded if nose of vehicle is inside the “A” section
•                 2-points awarded if nose of vehicle is inside the “B” section
•                 1-point awarded if driver simply executes a drift
•                 0-point if the driver does not execute a drift 
•                 0-point for driver error (spin, stall, crash)

2. Outside Line - A section of the course where drivers must take a wide line in order to drift as close as possible to an outside wall or retainer  For the Outside Line zone, the driver must initiate a drift before reaching the scoring zone, facing the nose of the vehicle away from the outside wall. The driver will then drift through the zone in mid-drift, while trying to get the tail of their vehicle as close to the outside wall as possible, scoring points for their qualifying score.

•                     3-points awarded if tail of vehicle is inside the “A” section
•                 2-points awarded if tail of vehicle is inside the “B” section
•                 1-point awarded if the driver simply executes a drift 
•                 0-point if the driver does not execute a drift 
•                 0-point for driver error (spin, stall, crash)

3. Switchback Entry - A zone that requires drivers to enter drifting to one side, then “switchback” and drift the other side as it approaches the clipping point.  For a Switchback Entry zone, the driver must first be drifting facing the nose of the vehicle away from the clipping point. Before they reach the clipping point, the driver must perform a “switchback” and turn their drift the opposite direction so that the nose of the vehicle is now facing the clipping point.This “switchback” maneuver should be done in one fluid motion, without losing the drift in between. The driver will then pass through the zone in mid-drift, scoring points for their qualifying score.

•                     3-points awarded if nose of vehicle is inside the “A” section
•                 2-points awarded if nose of vehicle is inside the “B” section
•                 1-point awarded if the driver simply executes a drift 
•                 0-point if the driver does not execute a drift 
•                 0-point for driver error (spin, stall, crash)

G.  Along with zone points scored, judges will determine for each driver if that driver has earned two (2) available bonus points: 

1. One (1) point bonus for displaying aggressiveness and high speed.  

2. One (1) point bonus for driving with smooth and fluid lines. 

H. Each driver will do three (3) laps, with one (1) warm up and two (2) scoring laps per run. Each lap will have three (3) scoring zones, thus: 

LAP 1 Warmup, no points + LAP 2 Zone 1( = 3 points maximum earned) Zone 2( = 3 points maximum earned) Zone 3( = 3 points maximum earned) + LAP 3 Zone 1( = 3 points maximum earned) Zone 2( = 3 points maximum earned) Zone 3( = 3 points maximum earned) + Possible +1 bonus point for high speed + Possible +1 bonus point for fluidity
 
= 20 TOTAL AVAILABLE POINTS PER QUALIFYING RUN  

I. There are no points deductions during qualifying; either the driver earns points or don‟t. 

J. A driver will have a perfect score if they accumulate 20 points in one qualifying session.   

Section VIII. Qualifying Special Notes

Here are more specific descriptions of certain qualifying elements. These points should be part of the qualifying process and how qualifying is judged.

A. Qualifying points earned at a scoring zone/clipping point are per lap; meaning, drivers have a chance to score qualifying points at each pass at a zone. In other words, if the driver makes an error at the first scoring zone, they will still have the opportunity to score at the following zones during the same lap. 

B. Apex jumping: an apex jump (where the vehicle touches the corner marker in a corner apex scoring point) is considered an error, and the driver will receive 0-points for that scoring zone, for that lap. 

C. Outside wall contact: For clarity, if during qualifying a driver attempts an outside line drift and ends up making contact with the outside wall, maximum points may be awarded if the vehicle “skims” the wall (scrape, not hit), the driver remains in control of the car, the car doesn‟t abruptly change direction, and the vehicle maintains a drift. 

D. For qualifying, a “driver error” is defined as: 

1. Loss of control - car is visibly out of control and not on the intended line or direction.

2. Stalling - car comes to a complete stop before, during, or after a drift or slows down to a point that the vehicle is no longer “in a drift” on a section of the course that is normally drifted when following the correct line.

3. Abrupt change of direction due to impact - situations of contact when car touches the corner dot or outer wall, and the drift direction, angle, and/or speed are abruptly altered.

4. Spin - car “overdrifts”  at an angle so deep that the rear end of the car is leading the front.

5. Understeer - car‟s front end goes away from the corner apex (or towards the wall during an outside line), lessening the overall drift angle of the car and causing the vehicle to drift wide. 

E. Minor situations may arise during qualifying: 

1. Spacing on the course: drivers are encouraged to leave some room” between themselves and the driver in front of them. Since scoring zones will only be on a certain segment of the course, the rest of the course (non-scored corners) should be used by the drivers to adjust the spacing. This gives each driver less chance of catching up to the driver in front of them, a better opportunity to drive a good line, and an unimpeded approach to the scoring zones.

2. General passing during qualifying: Passing should not be performed during qualifying, as drivers do not get any extra points or rewards for making a pass. Passing also disrupts the qualifying order, and a driver may not be scored correctly if they change the qualifying order by passing.

3. Passing due to a DNF during qualifying: If a vehicle requires an emergency repair or attention during the course of qualifying, it must be pulled off the track; in situations like this, the event staff will announce that the vehicle in question is being repaired, and the other drivers in the qualifying group are allowed to “pass” the vehicle being tended to.

4. Incidents of contact during qualifying: there should be no incidents of contact during qualifying is the drivers follow the spacing rule. However, if an incident of contact occurs in the segment of the course where points are being scored, the event staff will decide if only one, both, or neither drivers involved in the incident may or may not repeat the scored lap with no penalties.

5. Tire/Battery swapping: once a driver begins their qualifying run, tire or battery swapping is not allowed.  

F. In the event that a vehicle requires emergency repair or attention during qualifying: 

1. Any repair that can be done without tools will be allowed. This includes popping on tie rods, fixing a loose battery strap, etc.

2. Any and all emergency repairs are to be done OFF the track. Pull the car away from the driving line, and remove the car from the track.

3. Qualifying will continue with the other drivers in the group.

4. The driver who needs the emergency repair must get their vehicle back on the course before their group is finished.

5. If the driver is back on the track and their group is still qualifying, then the driver will be allowed to complete their qualifying laps.

6. If the emergency situation occurs in the middle of qualifying, and the driver cannot repair their vehicle in time before their qualifying group is finished, the driver will only receive any qualifying points earned up until the time at which they had to remove their vehicle from the track.

7. If the driver is not on the track when their qualifying group is finished, the driver will receive 0-points for qualifying.

8. A discharged battery is NOT considered an emergency situation, because a driver should have a charged pack ready to go before their qualifying run begins. Unfinished qualifying laps will not be repeated, and the driver will only receive any qualifying points earned up until the time at which they had to remove their vehicle from the track.

9. Tire swapping is NOT considered an emergency situation, because a driver should have selected their tires for the course during the morning practice session. 

G. Qualifying points ties: There may be situations where multiple drivers may score the same amount of qualifying points. In the event that there is a tie in qualifying points between two or more drivers, the following applies: 

1. Tied drivers will be compared by individual zone scores, starting from the highest score per zone. Therefore, the driver with the most “3‟s” (scored 3 points at any scoring zone) will be seeded higher.

2. If there‟s still a tie after comparing “3‟s”, then the driver with the most “2‟s” (2 points at any scoring zone) will be seeded higher.

3. If there‟s still a tie after comparing “2‟s”, then the driver with the most “1‟s” (1 points at any scoring zone) will be seeded higher.

4. If there is still a tie after comparing down to the “1‟s then the event staff will contact the tied drivers, and the tied drivers by virtue of volunteering, will decide who gets seeded higher. This should be done „blind” - without the tied drivers knowing the rest of the tandem bracket order, so that the tied drivers cannot willfully select who they battle first in the tandem bracket.  

 

 

Section X. Tandem Battle Overview

Tandem drifting (“twin battle”) is one of the most exciting aspects of RC drifting. Here it’s driver vs. driver, where both competitors not only try to match their opponent, but also wow the crowd. Each driver will try to “out do” the other by drifting at speed, in proximity to the other driver, with aggressive yet smooth lines, good drift angle, and no driver errors. The driver judged best of each tandem will advance in the bracket.

A.The higher-seeded driver will be given the choice: lead or follow for the first judged lap. Drivers will switch positions for the second lap, and for every lap afterward. 

B. A lap-by-lap run-through of a battle is as follows: 

1. Drivers will start on a warm-up lap, and once they reach the start/finish line, they will line up so that the lead driver is up front in lead position. The chasing driver should line up no more than approximately three feet behind the lead driver; both drivers should now be ready to go. 

2. When the cars are lined up, the judges will signal, “go” and the cars (driver 1 leading, driver 2 chasing) will start on their first judged lap. 

3. Once both drivers pass the start/finish line at the end of the first judged lap, drivers will switch positions to prepare for the next judged lap. Judges will debate and select scores. 

4. Lap 1 Scores will be announced, and when the cars are lined up (this time, driver 2 is leading), the judges will signal, “go” again, for the second judged lap. 

5. At the end of lap 2, scores will be combined and the higher scoring driver will advance to the next round. 

C. Each battle lap will have a lead car and a chase car. Two battle laps will be done where each driver gets a chance to be the lead car. The following is expected of each car: 

1. The front car is the “lead position”. It is easy to get a clean run while leading, and therefore you have a better chance of winning the battle lap. The lead car will want to do the following:  a. Drift a aggressive yet clean lap, with good speed, high angle, and smooth lines b. Do not commit a driver error c. Do not get cleanly passed d. Keep or gain distance in front of the chase car 

2. The second car is in the “chase position”. Precision and anticipation in this position can make or break the battle lap. The chase car will want to do the following:  a. Drift a clean lap, mimicking the aggression, speed, angle, and lines of the lead car b. Do not commit a driver error c. Take advantage of a clean passing opportunity d. Keep or close the distance between themselves and the lead car e. Do not deliberately come in contact with the lead car  

D. The following situations are deciding factors in whether a driver wins or loses a battle lap:  

1. The lead car may lose the battle lap if they:  

a. Commit a driver error

b. Cannot maintain or extend the distance between themselves and the chase car

c. Get cleanly passed 

2. The chase car may lose the battle lap if they:  

a. Commit a driver error

b. Cannot keep or close the distance between themselves and the lead car

c. Initiate contact that causes the lead car to crash, spin, or jump an apex d. Perform an illegal pass. 

E. Including the above, judges will also take into consideration vehicle speed, angle of drift, proximity to the other car/corner/wall, fluidity of driving line, and overall visual impact of the drift. 

F. Each driver will do three (3) laps, with one (1) warmup and two (2) tandem battle laps per run, thus: 

LAP 1 Warmup, no points

LAP 2 Higher seed chooses to lead or chase Drivers line up at start line, then perform one tandem lap. After crossing the finish line, drivers switch positions for next lap. Judges formulate Lap 1 score based on all judging factors.

LAP 3 Drivers line up at start line, opposite lap 1 (lead is now chase, chase is now lead) Drivers then perform one tandem lap. After crossing the finish line Judges formulate Lap 2 score. Lap 1 and 2 scores are combined to determine winner. If there is a tie after Lap 1 and 2, then Drivers go to “Sudden Death” (below)

SUDDEN DEATH Lap 1 and 2 scores are thrown out. Drivers repeat Lap 1 similar to above. After crossing the finish line Judges formulate Lap 1 score. Drivers repeat Lap 2 similar to above. After crossing the finish line Judges formulate Lap 2 score. Lap 1 and 2 scores are combined to determine winner. If there is a tie, then Drivers repeat “Sudden Death” G. For tandem battles, a “driver error” is defined as:  1. Loss of control - car is visibly out of control and not on the intended line or direction.  2. Stalling - car comes to a complete stop before, during, or after a drift or slows down to a point that the vehicle is no longer “in a drift” on a section of the course that is normally drifted when following the correct line.  3. Abrupt change of direction due to impact - situations of contact when car touches the corner dot or outer wall, and the drift direction, angle, and/or speed are abruptly altered.  4. Spin - car “overdrifts”  at an angle so deep that the rear end of the car is leading the front.  5. Understeer/Washout - car‟s front end goes away from the corner apex (or towards the wall during an outside line), lessening the overall drift angle of the car and causing the vehicle to drift wide.  6. Abrupt braking (brake checks): car comes to a complete or near-complete stop before, during, or after a segment of the course where normally a drift would occur.  7. Shallow drift: (at outside line section only) car takes a shallow line away from the outside line wall  section.

  

Section XI. Tandem Scoring System

After each tandem battle lap being judged, each driver will receive a score indicating the result of the lap. After each pair of laps (in which drivers take turns leading and chasing), the combined scores will decide which driver moves on to the next battle, and which driver is done for the day.

A. The combined judging score for both cars in battle, per lap, will total exactly 10 points, using whole numbers only. 

B. If both cars drift clean laps, with no attack or considerable pressure by the chase car, and no mistakes by the lead car, then the score for that lap is an even 5/5. 

C. A spin or crash will count as a 0 for the driver that made the mistake. 

D. If both cars have multiple (or similar) mistakes, then the round will be scored based on the amount of mistakes made and comparisons between the extent or severity of any errors. 

E. Incidents of contact that do not cause a crash or spin will be case-by-case, and are strictly subject to review by the judges. 

F. Incidents of contact causing the competitor to a crash or spin will be the mistake of the driver who initiates the contact, and will receive a score of 0 for that lap. 

G. In the event of a tie after the first pair of laps, there will be a “Sudden Death” Battle (a tie-breaker, also referred to as “one more time”), in which the drivers will do another scored pair of laps. 

1. When a Sudden Death Battle is called, any previous battle scores are tossed out. 

2. Each Sudden Death Battle will be judged separately from any previous battle. 

3. Judging during Sudden Death battles will be stricter when it comes to errors made by either/both drivers. 

4. Sudden Death Battles will continue until a clear winner is determined. 

5. In Sudden Death Battle, the driver positioning will be the same as regular battle rounds, with the higher seed selecting starting position for the first Sudden death battle lap.  

Section XII. Passing, Multiple Passes, and Driver Errors

Drifting isn’t a passing contest. It’s about style, speed, and pressure (for the chase car.) There is no real benefit to passing in drifting competition, because it isn’t a race to the finish line (like in real racing) - it is a competition of driving skill. Likewise, tandem battle involves high speed drifting, in tight quarters, on low-traction tires. There may be situations where cars competing will each perform passing maneuvers and/or multiple driving errors during the course of a lap. These situations are unavoidable (especially in the lower skill level classes) and should be dealt with as follows.

A. Please note that passing by the chase car is generally not encouraged. Unlike timed racing competitions, in drifting you are not required to pass in order for you to win a round as the chase car. The only time passing will be allowed in competition (legal passing) is if the following occurs: 

1. If the lead car makes an obvious driver error i.e. a spinout, a crash, or a mechanical failure. 

2. If the lead car encounters an understeer situation where the lead car goes too wide (washes out) and there is ample room to pass on the inside without contact. 

3. If the lead car takes a shallow line through an Outside Line zone area, and there is ample room to pass on the inside without contact. 

B. If a driver attempts a pass in tight quarters, or in situations where the margin of error is not favorable, the judges will decide if the pass will be deemed as legal due to an obvious driver error on the part of the lead car. 

C. Generally a chasing driver who mirrors the lead cars driving line, aggression, speed, and angle shows more driving skill than simply passing the lead car. This should be taken into account after the lap and the judges are formulating scores. If a chase driver keeps in very close proximity to the lead car without passing or initiating contact, the chase driver should have an advantage in scoring. 

D. Any driver who spins out, crashes, or gets their chassis caught on top of a track dot or barrier will get 0 points for that battle lap. If both drivers perform any of these errors during battle, each individual incident cancels each other out. Examples include: 

1. Driver 1 spins at corner 1. Driver 2 doesn‟t. As of this point, driver 2 has an advantage in scoring. If, on the same lap, Driver 2 spins, then both errors (each made by one or the other driver) effectively cancel each other out. Judging will be based on the rest of each driver‟s performance before and after the cancelled incidents. 

2. Driver 1 gets passed. Driver 2 gets passed back by driver 1 on the same lap. Both passes effectively cancel each other out. Judging will be based on the rest of each driver‟s performance before and after the cancelled incidents. 

E. Note that in both examples above, the rest of the lap is still under consideration by the judges, and any error cancellation does not guarantee an even 5/5 score. 

F. Each error is not equal in value to another error; multiple errors will be considered by the judges i.e. a spin should be considered a more significant error compared to an understeer situation.

G. For clarity, a “driver error” is defined as:

1. Loss of control - car is visibly out of control and not on the intended line or direction. 

2. Stalling - car comes to a complete stop before, during, or after a drift or slows down to a point that the vehicle is no longer “in a drift” on a section of the course that is normally drifted when following the correct line. 

3. Abrupt change of direction due to impact - situations of contact when car touches the corner dot or outer wall, and the drift direction, angle, and/or speed are abruptly altered. 

4. Spin - car “overdrifts”  at an angle so deep that the rear end of the car is leading the front. 

5. Understeer - car‟s front end goes away from the corner apex (or towards the wall during an outside line), lessening the overall drift angle of the car and causing the vehicle to drift wide. 

H. Judges have the final say on what passes/driver errors are considered or not during the formulation of lap scores.  

Section XIII. Incidents of Contact

Because of the nature of high speed drifting, in tight quarters, on low-traction tires, there will be situations where cars competing will physically touch each other. These situations are unavoidable (especially in the lower skill level classes) and should be dealt with as follows.

A. Incidents of contact will have to be judged on a “case-by-case” basis, depending on the following factors: 

1. If contact occurs during the normal course of drifting, and neither car moves out of the desired driving line. 

2. If contact occurs when chase car was attempting a legal pass. 

3. If contact occurs due to an abrupt change in speed by the lead car. 

B. If an incident of contact occurs, once the judges have formulated a score for that lap, it is suggested that the judges explain to the drivers why they score the lap the way they did, so that the drivers will get a good explanation of what to expect if they are involved in an incident of contact during competition. 

C. Some incidents of contact may be very “light” in that the contact might be something like a light tap, or fender to fender contact, in which neither driver‟s speed, angle, or line is dramatically affected. Each of these situations should be talked over by the judges while formulating a lap score.

 

D. Judges have the final say on if an incident of contact is considered or not during the formulation of lap scores.  

Section XIV. Apex Jumping and “Kissing the Wall”

In the heat of battle, it may be common for the drivers to try to cut the apex as close as possible. In some cases, either the lead or chase car may be in a situation where the front nose of the car body makes contact with the corner dot. There is an important difference between an “Apex Jump” and an “Apex Hop.” On the Outside Line portion of a course layout, drivers may encounter similar situations where, in an attempt to drift as close as possible to the wall, their rear bumper actually makes contact with the wall. This is known as “kissing the wall” and may go either way as far as scoring goes, relative to the other driver’s performance during the lap. Situations like this will be dealt with as follows.

A. Apex Hop - A vehicles front wheels ride over a track dot or lift off the ground as a result of contacting a track dot, but the vehicles rear wheels remain in contact with the ground while drifting. 

1. In the event that a LEAD CARS nose “hops” the apex of a corner while drifting (and the rear tires still are in contact with the ground), but does not lose speed or control of the vehicle, this is referred to as an “Apex Hop.” This incident may be disregarded if the judges choose to (normally the lower-skill level classes get the benefit of less-restrictive judging when it comes to an Apex Hop, and higher-skilled classes get penalized) 

2. If the CHASE CAR also nose “hops” the SAME corner in the midst of applying pressure to the lead car (without contact), both incidents effectively cancel each other out, and therefore is disregarded. 

3. If either car “hops” any corner in the midst of a tandem battle, the judges will have to take the incident into consideration when formulating a lap score. 

B. Apex Jump - A situation where the entire vehicle “jumps” over the apex of a corner (all four wheels leave the ground) while drifting. 

1. In the event that a LEAD CAR “jumps” the apex of a corner while drifting, this is normally considered a driver error, and should work against the lead driver when formulating a lap score. (normally the lower-skill level classes get the benefit of less-restrictive judging when it comes to an Apex Hop, and higher-skilled classes get penalized) 

2. If the CHASE CAR also “jumps” the SAME corner in the midst of applying pressure to the lead car (without contact), both incidents effectively cancel each other out, and therefore is disregarded. 

3. If either car “jumps” any corner in the midst of a tandem battle, this is normally considered a driver error, and the judges will have to take the incident into consideration when formulating a lap score. 

C. For definition purposes, “Kissing the wall” is defined as barely scraping/skimming the rear bumper along the outer track barrier while drifting. The rear bumper area does not visibly deform, the angle of drift does not change, nor does the intended drift line. 

D. For definition purposes, “Hitting the wall” is when the car makes contact with enough force that the vehicle abruptly loses speed, spins, or changes drift angle and direction beyond the original intended drifting line - regardless of whether or not the driver maintains control after contact, and/or if the rear bumper area visibly deforms because of the contact.

E. During tandem battle, if a either vehicle “kisses the wall” but maintains speed and drift angle, the incident will not be counted as an error - but may play a factor in scoring, relative to both driver‟s overall performance during the lap. 

F. If a car comes in contact with ANY wall so severe that it causes the vehicle to abruptly lose speed, spin, or change directions beyond the intended drifting line, it is considered a driver error by the judges. This applies for both qualifying and tandem battle. 

G. Judges have the final say on apex jumping and wall contacts being considered during the formulation of lap scores.   

Section XV. Tire and Battery Swapping

Everyone knows that tires wear out and batteries lose their charge when drifting - especially tires, where they are constantly grinding away against the drifting surface. Sometimes you may find that the tires you selected to use are not the best choice for the track surface  you’re on. Likewise, batteries are a limited power source, and need to be replaced/recharged periodically. There may be situations where a driver wishes to change battery packs or tires from what they were originally using at the beginning of an event to another, more suitable selection during the course of competition. The following rules apply to tire and battery swapping.

A. Drivers are allowed to switch to different tires at their discretion during the course of the event, as long as the following rules are adhered to: 

1. Swapped tires are legal tires for the class. 

2. Swapped tires must already be mounted and ready to go. 

B. Tires cannot be swapped in between tandem battle laps. 

C. Any swapped tires must still be legal for the event, as dictated in the Tire section. 

D. For both group and individual qualifying, all drivers are strongly urged to switch to a fully charged battery pack before their qualifying run - not during. Battery swaps are not allowed in between qualifying laps. If their battery dies during their qualifying, it is regarded as a preventable error (unlike an accidental crash) and the driver will receive only the points they earned up until the battery‟s charge is depleted. 

E. During tandem battle, all drivers are strongly urged to switch to a fully charged battery pack before their tandem battles - not during.Battery swaps are not allowed in between tandem battle laps, and if a drivers car cannot complete a tandem battle due to battery charge depletion, then it is considered a DNF. 

F. The only acceptable reasons where drivers will be allowed to swap batteries during tandem battle are as follows: 

1. During tandem battle, if multiple “Sudden Death” battles occur between the same two drivers, those two drivers are allowed to swap a fresh battery. 

2. Battery swaps will only be allowed in between 2-lap battles, not in between each lap. 

3. During tandem battle, if due to mechanical failure a driver switches to a substitute vehicle to complete the battle, that driver is allowed to swap their battery into the substitute vehicle. 

G. Any swapped battery must still be legal for the event, as dictated in the electronics section. 

H. Judges have the final say on allowing any tire or battery substitutions during the course of an event.  

Section XVI. Emergency Repairs (The “3-Minute Rule”)

There may be situations where a vehicle requires a quick-fix or repair done during the course of competition. In regards to these incidents, there is the “3-minute rule” that basically gives drivers 3 minutes in order to repair or resolve the situation. These situations should be dealt with depending on when, during the course of an event, an emergency situation arises:

A. Any and all emergency repairs are to be done OFF the track. Pull the car away from the driving line, and remove the car from the track.  

B. During qualifying, in the event that a vehicle requires attention, the driver will be allowed to do any repair that can be done without tools. This includes popping on tie rods, fixing a loose battery strap, etc. 

1. The qualifying driver who needs the emergency repair must get their vehicle back on the course before their group is finished.

2. If the driver is back on the track and their group is still qualifying, then the driver will be allowed to complete their qualifying laps.

3. If the emergency situation occurs in the middle of qualifying, and the driver cannot repair their vehicle in time before their qualifying group is finished, the driver will only receive any qualifying points earned up until the time at which they had to remove their vehicle from the track.

4. If the driver is not on the track when their qualifying group is finished, the driver will receive 0-points for qualifying. 

C. A discharged battery is NOT considered an emergency situation during qualifying, because a driver should have a charged pack ready to go before their qualifying run begins. Unfinished qualifying laps will not be repeated, and the driver will only receive any qualifying points earned up until the time at which they had to remove their vehicle from the track. 

D.   During Tandem Battle If the incident occurs during the warmup lap BEFORE tandem battle, the driver will be allowed 3 minutes to correct the problem. If the driver is not ready or the vehicle is not repaired at the 3 minute mark, then the driver with the damaged vehicle will be disqualified and, thus concede the battle. The other driver will advance. 

1. If the incident occurs DURING a tandem battle lap, the driver will receive 0/10 points (for that lap only) due to a DNF (Did Not Finish), and the other driver that completed the lap will earn 10 points simply because they were able to complete the lap.

2. In tandem battle, any driver who encounters a vehicle problem that cannot be corrected within the specified time limit may elect to run a substitute vehicle to complete qualifying or tandem battle, with the following restrictions: 

a. Driver must inform the staff that they are switching vehicles.

b. Substitute vehicle must be ready to go within the 3-minute time frame.

c. Substitute vehicle must be legal for the class that it is being used in.

d. After using a substitute vehicle, the driver may (during down time, or in between battles) repair their vehicle in order to run their vehicle for the rest of the event. 

E. Judges have the final say on allowing any vehicle substitutions during the course of an event.  

Section XVII. Driver Classification

As is with full-sized drift competition, all drivers entering the competition will compete with each other. This is known as an “Open Class” format, where there are no limits to vehicle equipment other meeting the general vehicle specifications. Certain drivers (such as novices or sponsored drivers) may have a separate competition alongside the main event. For example, there are always fresh new drivers to the hobby or to RC drifting. Or, maybe a sponsored driver may want to try RC drifting themselves, or an employee of a company who benefits from manufacturer support because of occupation. Or, maybe you’d like to run a special contest that doesn’t follow the regular program.

Advantages to the “Open Class” format:

•                 Similar to full-sized racing and drift competition
•                 All drivers compete amongst each other
•                 Minimal tech inspection required

Details to consider when using the “Open Class” format:

•                  Possibility of tandems between drivers with uneven equipment level
•                 May be unsuitable for events with over 50+ entries

A. Main Bracket Class - the main drifting competition and the main focus of the event. 

1. There is no motor limit imposed.  a. Any wind brushed motors are allowed  b. Any kV brushless motors are allowed 

2. Tires may be restricted to one specific tire brand and model (spec tire). 

3. Driver skill is not regulated, so lower skill level drivers should expect to tandem against drivers with higher skill levels, and vice-versa. 

4. Judging should not accommodate the lower skill level or lower equipment level drivers; both drivers in tandem should be judged equally. 

5. Judging should emphasize speed, angle, aggression, fluidity, and precision. 

B. Novice Class - Every event should consider having a separate “novice” or “beginner” class included to encourage and invite new faces to competition. The class would only be for first time RC drifters or those new to the hobby. 

1. Motor should be limited by wind:  a. Brushed motor 27-turns or higher  b. Brushless motor 15.5 winds or higher  c. Brushless 2900kV or lower 

2. First time drivers may arrive to the track with equipment that may not match the above specification. The event staff should consider allowing the FIRST TIME driver into novice anyways, since they may have purchased an RTR with specs that exceed the Novice Class requirements.

3. After the current competition, in order to continue competing in Novice Class, that particular driver will be required to meet the class requirements for all future events. 

4. Tires must be identifiable plastic-type only. 

5. Judging should be loose to allow for novice mistakes, but should emphasize control and basic drifting techniques. 

C. Exhibition Class - This class would be a bonus attraction catered to industry-involved individuals and/or sponsored professional RC drivers. Drivers in this class are not eligible

for event prizes and/or raffle prizes. Any of the following should be placed in the “Exhibition Class”: 

1. Professionally sponsored RC drivers 

2. Employees of RC manufacturers who receive full manufacturer support 

3. Special “guest” event drivers 

 

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