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
