OFFICIAL - 2025

2025 RULES & REGULATIONS

Updated, as of 8/06/2025, all changes in red by  AJ Jabaay and John Raymond

PURPOSE AND EXPECTATIONS    

A core goal of Gridlife Touring Cup (GLTC) is for competitors to race in an enjoyable and close-quarters series with a broad array of cars, providing spectators an opportunity to experience the thrills of watching multi-marque production vehicle based competition. GLTC Staff will always strive for a balance of performance across a broad array of potential cars, without tight restrictions on vehicle build and design. The open nature of the rules allows the car builders to have a wide amount of tunability, something lacking in current popular wheel to wheel classes, and  focuses on the areas Gridlife  feels contribute to the speed of cars (drivetrain, tires, aerodynamics, etc.). Rule changes may occur throughout the season in an effort to improve the racing parity but will not be issued with a punitive nature. The potential of parity is the goal however parity in cars is not and cannot be guaranteed.

DRIVER EXPECTATIONS AND BEHAVIOR

The expectation is that drivers will focus on safety and having fun as the primary goals.  Crashing into other cars and repairing racecars is not an enjoyable experience and should be avoided.   Clean, civil racing and behavior isn’t just encouraged, it is mandatory.  This includes on and off-track behavior with fellow competitors, crew, GRIDLIFE staff, and event staff. Car-to-car contact deemed avoidable or intentional by the Gridlife Motorsports Director and the Director’s support team will result in disqualification and potential  revocation of the driver’s racing license and ability to participate in future Gridlife events.  Car-to-car contact reflects poorly on the image of the series and wheel to wheel racing in general.  Car-to-car contact  is costly to repair and potentially dangerous to the driver's physical well being.  Close quarters, non-contact drafting is acceptable,  and should be practiced  with extreme caution.

CONDUCT

It is the expectation of all drivers, crew, and staff to treat one another with respect. Any disrespectful behavior towards GRIDLIFE staff or event staff will not be tolerated and may result in lost track time, suspension, or license revocation.
Certain types of behavior are serious enough to justify GRIDLIFE to take actions including revocation of rights, exclusion from the premises, and a ban on participation in future GRIDLIFE events.  These violations include, but are not limited to:

  ● Violence

● Harassment

● Theft of any kind

●  Vandalism or destruction of property/equipment of GRIDLIFE or any fellow competitor or person on site.

● Use of GRIDLIFE equipment or property without prior authorization.

GRIDLIFE is committed to fostering an environment in which all individuals are treated with respect.  GRIDLIFE expressly prohibits discrimination and all forms of harassment based on race, color, religion, sex, national origin, age, disability, military or veteran status, or status in any group protected by local, state, or federal law.  

Sexual Harassment

Sexual harassment is a form of discrimination and is prohibited by law.  Sexual harassment is defined as unwelcome sexual advances, requests for sexual favors, and other verbal or physical conduct of a sexual nature when this conduct explicitly or implicitly affects an individual’s employment or participation in GRIDLIFE events, unreasonably interferes with an individual’s participation, or creates an intimidating, hostile, or offensive environment.  Unwelcome sexual advances (either verbal or physical), requests for sexual favors, and other verbal or physical conduct of a sexual nature constitute sexual harassment, and will not be tolerated.

Substance Abuse

GRIDLIFE is committed to maintaining an environment free of substance abuse.  No driver or crew members are allowed to consume, possess, sell, purchase, or be under the influence of alcohol or illegal drugs when operating a vehicle or engaged in any activity related to track events. The use of over-the-counter drugs and legally prescribed drugs is permitted as long as the same are used in the manner for which said drugs were prescribed, and provided that such use does not hinder any person’s ability to safely perform.

Violence

GRIDLIFE strictly prohibits violence, including any act of intimidation, threat, harassment, physical violence, verbal abuse, aggression, or coercion against a competitor, coworker, vendor, customer, or visitor.  All threats or acts of violence should be reported immediately to GRIDLIFE personnel.

 CONTACT WITH CARS & RESULTING PENALTIES

1. A goal of GLTC is enjoyment of close quarters, diverse vehicle racing by all involved.  Causing less success of that goal of enjoyment in any way will result in removal of the at fault driver from participating.  Penalties being issued post incident will vary, and the main goal of penalties will be to help build the drivers involved in the incident into the caliber of "situationally aware" driver desired in GLTC.  The general rule of “if you are hit, it is your fault, and if you hit someone else, it is also your fault” will always apply in GLTC, as it takes two drivers to be involved in a multi-vehicle incident.  Building the future of the class and desired culture of the class will always be the ultimate goal of any ruling and discussion on vehicle contact.  

“The worst thing that can happen by leaving enough room for another car is that you have a great race.” -- anonymous GLTC driver

• On track incidents/contacts are investigated, if reported by drivers, Gridlife staff, corner workers, or seen on broadcasts. Drivers are expected to report all contact.  Driver infractions, incidents, and unsatisfactory behavior is recorded in the season record and published. Motorsports director(s) determine(s) when/if issues with individual driver(s) will result in said driver(s) being pulled from competition.  
• Should a driver request an incident (pertaining to an on-track session) be reviewed by Gridlife, this request must be submitted no later than 45 minutes after the session has expired.  Requests past this window may not be honored.  An incident review request must come accompanied with sufficient evidence, i.e. video, and must provide time of day or lap number of the incident. That request and evidence should be delivered to Impound (location to be designated per venue during driver’s meeting).
• Situational awareness, safety, and quality competition are the primary demands from drivers. Conduct deemed “unsportsmanlike” is unacceptable in any fashion.  All contact resulting in damage and/or a car leaving the racing surface is unacceptable. Plan all actions on track in close quarters with other cars in a proactive manner that results in vehicles making zero contact. Fault/Penalty will be judged increasingly harshly and swiftly based on 3 things.

• Video when available.
• Best judgment by the Directors based on video and interviews of all involved or near the incident when video is not available.
• Attitude of suspected "at fault " driver towards the incident.

• PENALTY CODES  

1. Car-to-car contact: The general rule of “if you are hit, it is your fault, and if you hit someone else, it is also your fault” will always apply in GLTC, as it takes two drivers to be involved in a multi-vehicle incident.  When there is car to car contact:

• Pending investigation, all contact may be subject to penalty.  See Penalty Reference List for details.
• Penalties may carry over from one event to future events.
• Any driver with a history of multiple incidents will be evaluated by a Review Board made up of multiple Motorsports Directors and could be subject to probation or license revocation.   

• Compliance: If a driver does not pass scrutineering they will be penalized.
  
• Blocking: Driver will be placed in finish position behind the driver who was blocked. The grid for the next race will be set following normal rules. Multiple incidents in a weekend will result in DQ. Blocking is explained in the driver’s meetings, but what is allowed is generally “one move of non optimal racing line, setting up for a corner, to make a car attempting to pass have a difficult time passing”. Swerving in reaction to another car is not allowed, and is deemed blocking.
  
• Track limits: Unless avoiding an incident or contact, Limits are “some portion of tire inside white lines, or on curbing”.  Any exceptions will be communicated in the driver's meeting and in pre-event communications. Calls are made by a Motorsports director based on calls from corner workers or on live stream only.  If suspected, a driver’s footage or that from cars around them may be pulled and reviewed, but this is not a protestable offense.

• During Qual, loss of fast lap.
• During race, 5 second penalty for each offense, when deemed advantageous by the Sporting director.

• Safety incidents:

• PUY: All passes under yellow will be an automatic DQ, unless given back in a timely manner.  
• Speeding in paddock/pit lane: 4 grid spot loss in next race.
• Unsafe entry or re-entry to track: 5 grid spot loss in next race.
• Blend line infraction: 2 place finish position loss.
• Ignoring Black/Red Flag: Loss of 10 finishing positions.
  

• Single car incidents will be documented:  

• After 3rd incident, the driver may be placed on probation.

• Multiple incidents

• If multiple incidents occur in a weekend, driver will not be allowed to drive the next race and/or driver will be placed on probation for the next weekend they attend.
• Three issues requiring investigation by a Motorsports Director are considered grounds for license evaluation by a Review Board made up of the 4 Motorsports Directors and could be subject to probation, license revocation or expulsion.  

MEETING ATTENDANCE

ALL drivers must attend GLTC meetings in a race weekend, and if they are forced to miss one for any reason, they must see GLTC event staff for a briefing before entering the track.  The Driver Expectations will be constantly reiterated in meetings.  Quality driving and sportsmanship is the backbone of GLTC.  If staff perceives participants failing to internalize these ideas, the class is considered failing at its goals. Meetings attendance is considered a primary method of reinforcing the series ambitions, and creating quality weekend flow.

EVENT REGISTRATION / CHECK-IN

All Gridlife competition drivers are required to check-in with Registration/Timing and Scoring as scheduled at the beginning of each event, in whatever means needed to satisfy Timing and Scoring for event production. Electronic or in person check-ins may apply. See pre-event driver communication for details.  The purpose of this is to verify valid competition licenses, verify transponder numbers, and eliminate duplicate car numbers on track.  This up-front effort is critical in helping events run smoothly and assisting the Sporting Director, Technical  Director, and the Timing and Scoring team in maintaining their health and sanity.  Drivers who do not check-in as required will not receive qualifying or finishing positions in any scheduled competition sessions until they have checked in.

DRIVER ELIGIBILITY

1. Drivers must hold a valid Gridlife Competition License with an approved W2W endorsement. New to GRIDLIFE W2W drivers will be issued a provisional W2W endorsement as a GRIDLIFE W2W rookie until the competition of their first 4 GRIDLIFE W2W events without major incident. All drivers with a provisional competition license will be watched and potentially coached for at least 4 race weekends.  The culture and clean driving goals of GLTC will always be the ultimate goal of the coaches and driver development staff. A Gridlife Competition License must be in good standing, provisional or full endorsement, to compete in the GRIDLIFE W2W race series.
   
2. All drivers must complete the licensing process before they will be permitted to compete. Email Motorsport@grid.life with any questions.
   
3. All Drivers must adhere to all safety and conduct regulations for drivers outlined in the GTCR (Gridlife Trackday and Competition Rules)

1. Gridlife has the right to reject and remove drivers with valid licenses or previous approvals in cases of driver misconduct. Drivers may be reconsidered after more experience is gained or Gridlife comp evaluation school is completed.  Three issues requiring investigation by directors are considered grounds for license evaluation or expulsion.  
2. Gridlife will host comp evaluation schools during some weekends, where requests are made for licensing. ALL drivers who are registered to race in a GRIDLIFE W2W series in a weekend and who have never before participated in a GRIDLIFE W2W race, regardless of license status, MUST attend a “ New to GRIDLIFE W2W meeting”  (typically morning of first day of event), or be signed off by a Motorsports Director to drive based on conversation/individual meetings with that Director.  

4. All new-to-wheel-to-wheel GLTC drivers will be considered to be on "supervision”  for their first year of events, or at minimum the first 4 weekends they race. They are expected to drive to the highest level possible, while maintaining a clean record with regard to vehicle to vehicle contact. Rookies are required to have in-car video recording during all competition/timed sessions, and must have a staff coach or mentor review footage of at least two competition sessions during their first weekend.  Rookies (those who have not competed in sprint racing before elsewhere) may be required to take a mandatory 10 place grid drop for their first race so that their ability to manage vehicle and racing environment  during starts, passing, etc may be better observed and practiced.
   If Race directors are not comfortable with a grid placement of a rookie for safety reasons, changes to the rookie's grid position may be made. A Motorsports director or designated mentor reserves the right to enforce a grid drop for rookies during the rookies first race weekend for safety purposes.

5. In an effort to build and maintain GLTC as a place to race cleanly and trust the drivers everyone races with,  drivers failing to maintain a “clean record” of driving style or incidents may be placed on “probationary supervision”.  This may be due to multiple incidents, impacts, or multiple credible reports of “great lack of trust” from staff or other drivers.  While on this supervision, it is required that drivers maintain a clean record. Being placed on Probationary supervision several times may result in  losing the ability to race GLTC.  The  ability to earn season points when on supervision will be suspended.  Drivers will be released from supervision when mentors monitoring their progress or motorsports director is satisfied that the driver has developed and resolved any root issues contributing to the issues placing the driver on supervision in the first place.  Please race with caution and precision to avoid incidents at all times.

DRIVER EXPECTATIONS - PASSING 

1. Trailing drivers should only place their car alongside a competitor in a corner or brake zone if the lead driver can reasonably expect them to be there. This expectation is most clearly  accomplished by establishing position alongside prior to the braking zone/corner. This does not mean that the trailing driver must reach some predetermined point on the body of the lead car.  Overlap in any capacity prior to a corner is sufficient to put both drivers on notice of each other's positions.  The trailing driver should position themselves to have an "out" if the gap closes up, and should try to the best of their abilities to anticipate the intentions and trajectory of the lead car. This is especially critical if the lead car is also engaged in a battle for position with a car or car(s) ahead.

2. The lead car should be conscious of the cars around them, their relative closing speeds, and attempt to anticipate their intentions to the best of the lead car driver's ability. The lead car is expected to leave a full lane of racing room once a car establishes overlap with any portion of their car's body prior to a braking zone or corner. Most critically, this means not "squeezing" or "pinching" in the braking zone. Anytime overlap exists between two cars, both drivers are expected to maintain control of their vehicles while providing the other with a full lane of racing room. It takes two CARS to cause a collision and it takes two DRIVERS to prevent them!

3. Blocking to defend position is not allowed. One single, logical for the racing line, “move” or “direction change” of the car is all that is allowed when defending position.  Reactive moves obviously done  for the sole reason of preventing a pass are prohibited.

DRIVER EXPECTATIONS - TEAM DRIVING 

Team driving (shared car) is not allowed in 2025.

HARDSHIP LAP(S)

"Hardship" or "testing" laps, outside of GLTC allotted track time, may be potentially given on a case by case basis, by the Motorsports directors.  If given, the time/session allowed on track and the quantity of allowed laps must be obeyed.  “Out and in” is the common allowance, meaning, do not pass start/finish or complete a full lap.  

CAR PREPARATION RULES (will be subject to mid season review and republishing in 2025)

1. Competition Weight

To calculate Competition Weight, first determine Competition HP.  Next, select all applicable Competition Balances in the tables below. COMPETITION WEIGHT INCLUDES DRIVER AND ALL ITEMS/FLUIDS/ETC., POST RACE. Equation and an example is shown below. Make sure to add all percentages first!

2. Competition Horsepower (HP)

Comp HP is determined on an approved dyno (Dynojet) using peak WHP. Comp Balances are added to equalize engines with greater torque and/or flatter hp curves and may be adjusted as data is obtained. Please see dyno rules below for more details on dyno procedures.  In cases where vehicle tuning is being performed at a dyno on-site at the event, competition forms and dyno sheets can be submitted up to 1 hour before the beginning of competition with specific allowance for exceptions only given when absolutely necessary because of dyno schedule, etc.. Changes to the competition form at the request of Gridlife staff, may occur at any time. Drivers are allowed to make voluntary changes to the competition form up to 1 hour before the next competition session or with permission/supervision of scrutineers/motorsports directors at any time. If it is determined that drivers have failed to submit their requisite documentation by the deadline, that driver may be subject to a penalty or disqualification. 

Drivers with heavily manipulated/detuned powerbands should email motorsport@grid.life if they have any questions about which percentage to claim.

3. Tire Selection

1. Select Tire in the table below first. Only tires listed in the table are allowed.

1. Average size of tires = if the average size of a front and rear tire is equal to or lesser than the allowed size, drivers are considered allowed to move up or down to change the grip and balance characteristics of the vehicle.  It is only allowed to go UP 40mm in allowed size from the base allowed size, and you may undersize at will, resulting in an average or less of allowed size.  (Example: if a “245” is a vehicles max size based on weight, it may run a 285 front, or back, and a 205 or smaller on opposite axle)

2. Tire shaving is allowed because it is deemed unpoliceable and often advantageous to life of tire in a sprint racing environment.
3. In any single timed session (races, qualifying events, shootout events) tires may not be shared between competitors.
4. Tire warmers, warming, or  heat retention covers may not be used during competition weekends in GLTC.  

NOTE: TIRE CATEGORY CHANGES MAY OCCUR.  All changes will and must be supported by data and durometer readings and will be made solely with the goal of balancing performance and racing.  Tires may be added or removed from the allowed list, or assessed a maximum size, as the tire market is constantly changing.  As new models come to market, or to add potential tires, testing will be done by Gridlife.  Regular drivers will be polled before changes and driver poll results will largely influence the decisions, if changes are to be made. One potential tire addition or subtraction time per year will be allowed, with advanced notice.  Changes are highly unlikely, however, once the allowed tires are chosen.

6. Vehicle Eligibility

1. Any production vehicle (mass produced, VIN tagged, or intended for street use) of any year that is sold in any market without major modifications to the chassis, frame, or body is allowed.
2. Limited production, low volume (50 or less), speciality vehicles such as kit cars, tube chassis converted vehicles, or others, conforming to classes of other sanctioning bodies must be pre-approved. If outside the scope of the intent of the series, approvals will not occur (email motorsport@grid.life with questions). Approved vehicles may or may not receive Competitive Balance Adjustments via additional ballast and/or classified as exhibition entries which are not eligible for points or contingencies (see “tube frame” under “miscellaneous”  table below).
3. Vehicles must adhere to all safety and conduct regulations for cars outlined in the GTCR (Gridlife Trackday and Competition Rules) found under the Drivers’ tab on Grid.life, under Rules and Tech forms. The vehicle prep safety rules are summarized at the end of the GLTC rules but ALL GTCR rules for conduct, vehicle prep, etc., must be recognized and adhered to. Failure to do so may result in loss of track time or removal from the event.
4. For safety and classing parity reasons, a maximum competition weight (Calculated weight on comp form) is limited to 3800 lbs. A competitor may not recalculate their comp weight to exceed 3800 lbs if a dyno compliance check results in WHP higher than their stated competition hp.

7. Bodywork

• STANDARD ROOFLINE and pillars must be maintained on all non-convertibles.

• If converting from a series that allows roof/windshield removal, windshield must be added and approval must have been granted by GridLife staff prior to event (of cage style, modifications, etc)
• Hardtops for convertibles are required but unrestricted.

• FENDERS

• Fenders and quarter panels must completely cover the entire tire tread when viewed from above.
• Fenders must maintain similar-to-OEM fender opening shape and height when viewed from the side.
• One vent or louver above the tire per side with an area 45 square inches or less is allowed.
• Cutting bottom of fender behind the wheel and pushing inward to relieve pressure, ie. “Track Life” style fender cutouts are allowed.
• Fender, fender flares, wide body additions, and materials are unrestricted as long as the above conditions are met and do not provide a substantial increase in downforce in addition to what is allowed (judged by technical staff).

• DOORS/MIRRORS

• Standard door shape must be maintained and doors must be able to be opened from the outside and inside, but are otherwise unrestricted.
• Rear flares that extend onto rear doors are allowed but all doors must be able to open.
• Mirrors are unrestricted but at least two are required inside or outside the body.

• FRONT & REAR BUMPERS

• Front and rear bumpers are unrestricted as long as they do not provide a substantial increase in downforce. No elements that include winglets, canards, diffusers, etc.  Bumper lips that exploit the downforce aspect, such as s2000 CR, are not allowed without modifiers assigned in table
• Front bumpers that try to exploit the splitter 3” rule will not be allowed (judged by technical staff).
• Any front bumper or lip (OEM or aftermarket) that resembles a splitter regardless of size will be classified as a Front Splitter and will need to take the Front Splitter adjustment. It is recommended to reach out to technical staff with pictures to confirm if an adjustment is needed. A record will be kept near the end of the rule book with any decisions made on bumpers for reference. OEM lip/appearance packages may be allowed, but must be verified by Gridlife tech to assess no competition balance. In instances where an allowed undertray shares a horizontal surface structure with an air or radiator intake (protruding as a splitter or NOT), this will be deemed to be functioning as a splitter and given the corresponding modifier.
• It is highly recommended to keep the OEM bumper/crash beam with any additional supporting structure underneath the bumpers on both the front and rear of the vehicle.
• Full face air dams are allowed but must be vertical and sufficiently mounted/supported so as to not deflect at speed.
• Tire spats mounted to the back side of the front bumper, directly in front of the wheel, with the sole purpose of directing airflow around the tires are allowed but must follow the shape of the bumper/fender and not extend past the tire or wheel with the wheel pointing straight when looking from the front.
• All vehicles must have a tow hook(s) or strap(s), capable of towing or moving the car from the front and rear of the vehicle. These devices must not protrude from the bumper or vehicle in such a way as to potentially damage or "hook" another vehicle in an incident that would otherwise result in no damage, such as a bump draft.

• LIGHTING

• Headlights are unrestricted but adequate forward facing lights are mandatory for any dusk/night race which may potentially occur within a season. OEM headlights are acceptable as a minimum and the use of LED light bars to substitute OEM lights and/or supplement OEM lights is recommended. When additional lighting is added, please consider the impact it may have to the driver ahead of you. Lights must be aimed horizontally or lower to prevent blinding your competitors.
• During dusk/night races, please account for the brightness of your own display/lap timer/tach. Many of these aftermarket displays don’t automatically dim resulting in excess brightness and impaired night vision.
• Brake lights are unrestricted but at least two (operable) are required. Racing without operable brake lights could result in a penalty or DQ.
• Rear running lights are MANDATORY during any dusk/night races and any races in damp/wet conditions.
• Rain lights (rear facing, brighter than running lights, and flashing during races) are required for rain conditions for all competitors, in any inclement conditions.  Failure to have a rain light may potentially result in revoking of race privileges if rain is deemed hard enough for lack of light to be a safety hazard.  It is recommended that rain lights be mounted in such a way to be in the natural field of vision for drivers following.   Headlights/forward facing lights must be on in rain or inclement weather.
• If any of the above lighting conditions are not met, competitors may not be allowed to grid and start the race.

• SIDE SKIRTS

• The majority of the side skirt must be below the bottom of the door and may not extend further outward of the front or rear tires.
• Horizontal portions of side skirts may not exceed 5” (in any horizontal location, bottom side, topside, etc)
• Sliding skirts, which seal the gap between the sides of the car and the ground, are not allowed.
• Side Skirts must be adequately attached to the car so as to not easily fall off (double sided tape is not adequate attachment).

• HOOD & TRUNK

• Hoods are unrestricted in shape and design and addition/subtraction of vents, etc, but must be largely similar to the original fitment/design of the vehicle hood.
• Trunks are unrestricted as long as the original OEM shape is maintained.

• GLASS

• Glass may be replaced with Lexan or polycarbonate variants such as Makrolon. The front windshield must be at least ¼” thick and all others at least 1/8” thick .
• Driver and passenger front windows must be down and preferably removed. Sunroofs may be retained if not made of glass, or removed and openings covered  with an adequate panel of quality construction, of aluminum, carbon fiber, or steel.
• Alternate materials for the windshield cowl are allowed but the cowl must maintain the original OEM shape. Wipers are free. No custom hood-to-windshield smooth blend panels are allowed.  Please feature a vehicle number on the windshield or front of the vehicle for the aid of Grid Workers/Pit Lane Officials.
• Windows shall not be darkly tinted  in an effort to promote car-to-car visual communication.

• SPLITTER(S)

• Splitters are allowed, and must take the modifier if:  an undertray   shares a horizontal surface structure with an air or radiator intake (protruding as a splitter or NOT) without a vertical element on the forward facing exposed undertray; or the presence of any non-OEM upper horizontal surface is exposed to airflow, regardless of protrusion from or location in the front fascia (eg. Flat section “floor” in front of  radiator.).
• Splitter blade may extend up to 3"  past the vertical backing surface where the horizontal exposed splitter blade meets said vertical surface (air dam, lip, etc).  The 3" allowance will be measured perpendicularly at all points of the leading edge around the entire vertical surface.  First VERTICAL surface begins the measurement of 3" outward.  The “edge” of a "lip" that is not a smoothed ramp such as pictured below is accepted as a vertical surface.  “Edge” must be ⅜’’ or more to be considered the vertical surface.

• The blade may not extend further rearward than the front hub centerline.
• The blade may be no wider than the tires (primary dry wheel/tire setup of an individual vehicle) when pointing forward.
• The entire blade must be flat bottomed and horizontal with a +/- 5 degree AOA allowance.
• Splitter support rods on the outside of the bumper are allowed and unrestricted as long as the only purpose is to support the blade.
• Splitter rub devices such as titanium pucks, plastic pads, etc. on the bottom of the blade are allowed.
• No additional vertical or aerodynamic advantageous devices are allowed on the blade such as winglets, diffusers, scoops, ducts, etc.
• If splitters are found to be out of spec, the competitor will be disqualified. A (post race) exception may be made for out of spec splitters only if damage occurred to the bumper and/or splitter which affected the measurement. It will be up to the Race director, Scrutineers, and Motorsports Director to make a decision on these matters.
• Undertray pieces, OEM or fabricated, are allowed if a splitter is not chosen to be utilized, but must follow the rules above for Splitters.  Undertrays are under review for a modifier percentage but are not issued one at this time.  

• WING OR SPOILER

• A rear aero device, OEM or aftermarket is allowed.
• Calculate the surface area of the wing/spoiler chosen, and see table for appropriate modifiers.
• Only one aerodynamic element such as a wing or spoiler is allowed. The only exception to this is OEM hatchback spoilers which are utilized to mount wing brackets, are not considered an aero device. These hatchback scenario “spoilers” shall have no non-OEM elements, and be smooth to the profile of the roof (such as ‘88-’00 civic hatchback OEM “spoiler” which is viewed to be a trim piece, and a common mount point for aftermarket wing standoffs/brackets).  A dual element wing is illegal, a single element wing with a trunk mounted spoiler is illegal, a single element wing mounted to the OEM hatchback spoiler is legal.
• Entire assembly (including endplates, and wing mounts) may not extend more than 5” past the most rearward part of the rear bumper when looking from above.
• Any part of a wing mount sitting low enough to be a potential point of contact for a bumper of another car shall be a smoothed and flat contact patch, similar to the  bumper it is in front of.  The object of this is to prevent accidental spins in the case of close quarters racing with minor contact.  
• There are no height restrictions.
• Each wing endplate is unrestricted, however, should not exist in space that causes potential contact to cars during close quarters racing.  Wings causing potential or actual contact problems will be asked to be removed.
• Gurney flaps are allowed.
• Active aero is not allowed.

• MISC AERODYNAMICS

• Any aerodynamic elements or additions (besides splitters, wings, side skirts and approved vents defined in sections above) that may increase downforce or reduce drag such as winglets, dive planes, canards, diffusers, vortex generators, flat floors, tunnels, wheel arch covers, tail extensions, etc. are not allowed.
• Any movable-during-race or active aerodynamic device is not allowed.
• A good rule of thumb regarding any Aero device is, if the rules don't specifically state you are allowed to do so the verdict when you question Race/Motorsports directors will likely be “you cannot”. If clarification is needed, or to request additional details, please consult the staff. (motorsport@grid.life) Alterations may potentially be made as a result.
• Any obvious exploitation of the bodywork rules or unforeseen wording loopholes may be immediately banned and addressed in the rule book. It will be required to remove the device on the spot. Intorturation of the rules for the sake of advantage , in any way,  is not allowed.  Please contact motorsport@grid.life for clarification, pre-event, on items in question. Parity is the goal, not rules gamesmanship.
•  If uncertain of an item's legality, please consult with Gridlife officials.

8. Vehicle Appearance

1. THE “LOOK COOL” FACTOR

1. Gridlife strongly encourages competitors to maximize the “cool factor, or look”, meaning, to stand out from the rest of the crowd and try to maintain a professionally presented vehicle.
2. Unique builds and well executed vehicle & driver themes will be rewarded with more visibility both on and off track with live coverage, build spotlights and fan walks.
3. When designing a livery and placing sponsored logos and decals, live broadcasts and potential in-car cameras should be considered for optimal placement (add numbers/decals on roof for the aid of the livestream drones if possible).

2. DAMAGE

1. Cars are not required to be “spotless” or “perfect”, but any major bodywork damage must be repaired.
2. Any major damage that occurs during an event must be repaired/secured  to the best of the competitors ability before taking to the track for the next session/race.

3. CLASS, NUMBERS, & DECAL REQUIREMENTS

1. A racing number is required on each side of the vehicle. For the sides of the vehicle, at least 8” tall numbers that contrast well with the car color and livery are required for cars without number boards.  A minimum 6” tall number is required for number boards.
2.  At least 6” tall numbers are required on the front of the vehicle.  Duplicate numbers are not allowed on multiple vehicles in a single weekend.  Timing and Scoring reserves the right to ask a driver to change numbers.  Please feature a vehicle number to the windshield for the aid of Grid Workers.  
3. Comp Weight and Comp hp is required to be displayed on the driver side of the vehicle or on roll cage in view of the scrutineering team. This may be temporary/Written on tape/etc.  The intention is to speed up and clarify scrutineering/impound
4. Driver’s name displayed on the quarter glass, roof or front windshield is recommended.
5. If a windshield banner or class sticker, or any GLTC class sponsor sticker is provided or mandated by Gridlife for the event, it must be applied to the exterior of the vehicle.  GLTC/Gridlife driver suit patches are requested.
6. Scrutineering team reserves the right to impound vehicles for any length of time deemed needed to determine compliance, and the right to scrutinize vehicles overnight, with or without the assistance or presence of owners/drivers.  Every effort will be made to return the vehicle to the owner/driver with the vehicle in race ready or as-received condition.  Assistance in mechanical inspection may be requested of vehicle owner/driver/crew.

9. Drivetrain

1. ENGINE

1. Engine swaps are unrestricted but swapped engines must be located in the same approximate location as the original engine.
2. Forced induction may be added to a NA (Naturally Aspirated) engine. Forced induction cars may use alternate exhaust manifolds, piping, and intercoolers, turbos and superchargers. Boost by gear is not allowed unless a factory ECU is used and cannot be disabled.
3. All other internal engine mods and bolt on components are unrestricted but are subject to dyno rules in section 13.
4. Engine management and ignition components are unrestricted on Naturally aspirated or forced induction engines.
5. Nitrous oxide, nitromethane, or any other chemicals that increase power is not allowed. E85 and 112 octane or lower are acceptable.
6. Exhaust must exit past in a safe location out of or under the car, and exhaust systems and gasses must not be able to harm other cars in close quarters racing (cannot protrude in harmful way or aim potentially directly at an open window of fellow driver). Please be aware of sound decibel restrictions at certain tracks. If the track deems a car too loud to compete, modifications to comply with track wishes on sound level must be made, or the entry to the event will unfortunately be forfeited.

7. Adjustments to the ECU, boost limit, rev limit or any other method to adjust hp readings before, during or after a session to cheat the Comp hp numbers is not allowed and will be strictly enforced. An ECU Map that can be changed while driving or while on dyno by driver/crew  with the purposes of manipulation of the hp/weight goals of the class is considered unsportsmanlike conduct and will result in loss of track/competition time, and all the benefits that go along with racing.  Tune-altering switches/mechanisms must be out of driver reach and declared in location to scrutineers.  Special scrutineering attention will be placed on cars with variable tune levels, and ECU internals or software may be inspected. If featuring a variable tune, be prepared to explain or exhibit all aspects of the programming or electrical layout of ECU/switch/altering mechanism to scrutineering.  Failure to be able to satisfy scrutineering requests for this information may result in loss of finishing position.  
8. If the above described illegal tune/power levels are suspected, Data Boxes will be used to compare acceleration rates.  If an illegal tune is found to be used (higher boost and power levels, etc) on track that doesn’t correspond to dyno/claimed HP tune, the vehicle and driver will be banned from future competition, and all past wins will be deleted from the record.  Any contingency or prizing earned will be returned and redistributed as deemed fairly by staff.
9. If a car is deemed drastically out of acceleration compliance expectations for the series, the car and driver may be disqualified and/or previous points vacated at the sole discretion of series officials.

2. TRANSMISSION

1. Driven wheels cannot be altered, ie, no AWD to RWD conversions unless the vehicle in question was offered as multiple drivetrain variants, and conversion is using all OEM parts to accomplish (ie Awd BMW changed to OEM Rwd BMW).
2. Transmission ratios and transmission swaps are unrestricted for H-pattern transmissions (see modifiers for dog engagement gears). SUBJECT TO REVIEW MID SEASON
3. OEM PDK/DSG/DCT transmissions are allowed. If PDK/DSG/DCT/Automatic of 6 or more speeds is used, the internals must remain OEM besides LSD. No changes to final drive ratio or gears are allowed.
4. Automatic transmissions swaps must be approved by series directors prior to use in GLTC. Please reach out to motorsport@grid.life for a list of banned transmission swaps or for any other questions.

3. WHEELS

1. Wheels are unrestricted but must be aluminum alloy or steel. Magnesium or carbon fiber are not allowed.
2. Wheels with spokes that extend past the rim (such as Advanti Storm or Konig Dial-In) are not recommended due to any potential wheel to wheel contact causing significant damage.

4. BRAKES

1. Brakes are unrestricted in size and piston count but must be of ferrous rotor face material (aluminum,etc. rotor hats are permitted).  
2. ABS swaps or additions are allowed. Bosch Motorsports based units (or similar )are not allowed, even when sold in OEM cars such as Ferrari 458, etc.  Systems featuring some non OEM components may be allowed, but on a case by case basis, based largely on cost, safety considerations, and track record of the product when installed in similar vehicles.

10. Chassis

1. No major modifications are allowed to the chassis, frame, unibody, floor, firewall, etc. unless clearance is required (must not benefit performance in any way), or strengthening/bracing is needed.  Non-essential body/unibody items and trim may be removed for the purposes of weight reduction. Major unibody (or frame for non-unibody cars) structural items may not be compromised or lightened.  Material may be added to reinforce problem areas or known weak areas on chassis, or repair crash damage, but full reconfiguration, ”tube frame conversion”, to structural areas of unibody cars is not permitted. Areas of vehicle  modified on a unibody car, in compliance of another, or previous, racing class the vehicle competed in, may be grandfathered into allowance on that chassis only, on a case by case basis.  Email technical staff for information on if this will be allowed in any certain cases.  Modification in question must be deemed non-advantageous.
2. Clearancing for tires/suspension arms in wheel/tub  areas may be done with fabricated modifications but must offer no other performance benefits except wheel and tire fitment or suspension travel to prevent bottoming out of arms/tires.
3. Radiator supports may be replaced with fabricated items for purposes of fitment or repair to chassis area, but general location of radiator must not be altered from factory and air for cooling of the radiator must flow from the general location air entered the car to cool it originally, in the front of the vehicle for most cars.   Blocking off bumper and cooling locations is allowed, provided the openings are left large enough to still supply all air needed to cool the vehicles powerplant.
4. Chassis suspension locating points may not be altered or modified. Reinforcement of pickup points for longevity purposes is allowed, as is seam welding, but location shall not be changed from location on vehicle when originally produced at factory of origin.  In the case of live/solid axle RWD vehicles, suspension pickup points may be added to facilitate converting to alternate axle locating method style (watts link , 4 link, panhard bar, etc) and alternate spring/shock mounts may be used.  Making “cambering” modifications to solid rear axles is allowed.  In cases of OEM solid/live axle(rear) vehicles, independent rear suspension systems from other vehicles/manufacturers may be swapped in if they are a "full subframe" type swap, where all suspension locating points are original to the donor vehicle (ie, an entire rear subframe/suspension from a Miata, or 350z, may be swapped into, with necessary fabricated modifications, a solid axle car/chassis). The donor vehicle must be a mass produced road going vehicle, no race only/aftermarket suspension geometry. All other suspension rules must be applied as if the suspension was originally installed into the live axle vehicle from factory of origin (no pickup point modification, etc). This allowance is to potentially welcome some unique builds into GLTC and bring them up to the "potential" of modern vehicles.
5. Alternate front and rear subframes are allowed but only under the following circumstances;

1. Similar OEM subframes from the same manufacturer that do not alter suspension locating points. For example, EG/DC subframe in an EK.
2. Aftermarket subframes swaps are allowed only for the purpose of facilitating engine swaps, and when suspension pickup points are not altered. For example, KMiata K20/K24 Miata swap package.
3. Subframe swaps or custom sub frames for the purpose of reducing weight are specifically prohibited.  Custom subframes for interesting and non-supported engine swaps are allowed, but weight must be within 10% of the factory piece it replaces if less than OEM, and documented with pictures/scales.

6. Suspension components such as control arms, uprights, knuckles, hubs, trailing arms, etc may be altered, modified or replaced,  for the addition/modification of camber or caster or for repair purposes to return to pre-damaged condition/strength.   Uprights, knuckles and control arms that bolt on without modification may be used. Hubs are free and may be swapped to aftermarket or otherwise for strength purposes.  Aftermarket components for suspension arms that utilize OEM points of contact to chassis and knuckle/hub/carrier pieces are allowed.
7. Bushings, ball joints, and suspension geometry correction kits are unrestricted.
8. Suspension valving adjusters shall be limited to 3 adjustments per corner..  
9. Shock "pots" /ride height sensors/sensors providing suspension data are forbidden in this class.  Suspension must be fully mechanical in adjustment.  Cameras on suspension are allowed.  
10. All fluid carrying lines must be secured in such a way that no abrasion occurs to the line.  Lines must be adequately chosen for their job in pressure and fluid type ratings, and it is recommended that at all mounting/anti-abrasion  points the lines are insulated from fasteners/zip ties with an anti abrasion sleeve of some sort.
11. FUEL COMPONENTS (steel or braided stainless lines  allowed without) shall have a quality bulkhead covering the fittings/tank cover/filler/pump access port if not shielded from driver by a firewall/trunk wall/etc.

11.  Scales

1. All competitors are required to calculate their Comp Weight using the equation in Car Prep Rules, Section 1 with Competition Balance determined in Sections 2-5 and not allowed to run under that value.
2. Comp Weight includes driver, fuel and fluids and is usually measured immediately after a race.
3. Scales will be available to competitors only, free of charge, at all Gridlife events, once set up and functioning properly. Consult staff before using.
4. Top 3 finishers or more, at race director’s choice, may be sent directly to the scales immediately after a race where the weight will be measured. Tampering with weight and attempting to cheat scales will result in penalties.
5. Scales will have a +/-0 tolerance at all events unless specified otherwise. It is recommended to scale the car before any critical session to calibrate  min. weight to the scales at that event. Once weighing has begun for a weekend, scale locations will be marked on ground if mobile scales are used, to keep position and eliminate variables.
6. If a competitor ends up under minimum comp weight in impound (this includes rewards weight), they have the right to be pushed off the scales, zero the scales, and reweigh. If still under  minimum comp weight they will be disqualified from the previous race, and may be required to start from the back of the field for the next race.
7. If a vehicle comes “under weight” they have the option to protest by purchasing dyno runs, when the official dyno is on site, and if the resulting dyno numbers would make the car legal as run, a new comp form can be submitted and the vehicle will be considered legal.  A “legal as ran” car, regardless of competition sheet data, is the goal of this process, in investigatory scope.  
8. If a vehicle comes “under weight” after a dyno re-test, by 1-5 lbs, a 10 spot penalty may be assessed.  More than 5 lbs shall result in disqualification.

12. Dyno

1. All competing vehicles need to be dynoed to determine Comp hp which is peak WHP. Dyno sheets and submitted competition forms are a requirement as it is the method used to declare legality, and relatively equal cars racing fairly are a core objective of the series.
2. Comp hp may be equal to actual peak WHP but it is recommended to be greater to give you a safety cushion if you get dynoed at an event. It is recommended to claim 3 to 4 percent above actual dyno results to provide a safety cushion for tech.
3. Comp hp needs to be certified on a Gridlife accepted dyno every two years or whenever changes are made to the car that can alter peak WHP.  Gridlife will accept dyno results obtained on “Dynojet” brand dynos (see dyno section).  A vehicle's Comp hp number cannot be lowered unless recertified on a Gridlife accepted Dyno. Competitors must have an electronic or physical copy of the dyno plot. A Gridlife provided dyno will be available to all competitors when possible and use of dyno will be offered at lowest possible price, for testing/recalibration of cars.  Gridlife has the right to refuse or approve results from any non-Dynojet.
4. Check emails , driver portal, or driver discussion groups for links on how to submit competition forms prior to each event.  Any confusion, please email help@grid.life, or see staff at the event upon arrival.
5. Suspected manipulation of dynos will be accompanied by a data box being placed in the vehicle and acceleration numbers watched.  Vehicles may be asked to confirm or replace the dyno numbers with more accurate data before the next race.   Disqualification may result from data box findings in this situation if acceleration rate is deemed illegal.  Dyno curves on submitted competition forms shall roughly reflect actual day of results.  If curves are drastically different than submitted curves, further inspection and scrutineering of ECU programming will be required, and a resubmission of comp form must be done, with new dyno results, if car is deemed compliant.  
6. Race winners, random competitors or suspect vehicles may be chosen after races to verify Comp hp and/or vehicle weight.
7. Race Director/Motorsports Director may instruct grid workers or staff  to send a car for inspection to impound or the Dyno or both.  Once a car is designated for scrutineering/impounding that vehicle may not be worked on by driver or crew prior to release from impound.  Should a car need a minor repair to facilitate impounding, the repair may be allowed only if it can be performed in impound and must be observed by impound.  If a car fails mechanically before inspection is complete that car may be disqualified. Repairs before or during scrutineering may only be mechanical in nature, and no “plugging in” or “diagnostic work” may be done with computers or scanning equipment.  Fueling prior to dyno is not allowed unless approved by race directors.  Gallons added will be noted, and weight of fuel will be subtracted from the vehicle  weight if a re-weigh following dyno results is needed to determine compliance.  
8. Dyno Procedure:

1. The following must be completed before dynoing,

1. Be sure the vehicle can be strapped to the dyno easily without obstruction. Remove low splitters.  
2. Engine must be at operating temperature.
3. Hood closed and tires at 35 psi, gear closest to 1:1 shall be used but may be checked/compared in any gear scrutineer’s discretion.
4. SAE Correction J1349 for the Dynojet Dynamometer must be used.
5. 3 pulls shall be performed in rapid succession from a low rpm up to redline limiter. If the last pull is +3 hp over the previous, additional pulls will be made until the difference is under 3 hp. Ex: pull 1 (185 hp), pull 2 (190 hp), pull 3 (195 hp), pull 4 (199 hp), pull 5 (201 hp), done.  
6. The highest recorded hp from all pulls is selected and will be used to verify Competition hp

2. Non Compliance Dyno Result

1. In all cases, before a Dyno compliance check, the competitor will be weighed before being sent to the dyno and that weight will be recorded as actual weight. If you are carrying weekend Rewards Weight, that value will be subtracted from your actual weight.
2. If a dyno compliance check results in WHP higher than your stated competition horsepower you are allowed to recalculate your competition form using this actual WHP number obtained from the compliance check.
3. If your actual weight from the scales is greater than the new updated competition weight, your car will be considered legal and no penalty will be issued. If not, you will be disqualified from the previous race, and will be required to start from the back of the field for the next race.
4. It is required to resubmit this new competition form for the remainder of the weekend using the actual WHP or more.
5. Dyno operators or scrutineering staff are the only people who can determine fan placement on dyno.  Efforts will be aimed towards keeping cars cool and simulate airflow at speed.  
6. If in the event an impounded vehicle on the dyno is having engine trouble/oil pressure issues, or other mechanical problems, it may be disqualified depending on results of dyno(if a dyno pull is made).  If a vehicle is too troubled to safely run on the dyno post-race, and is called to dyno impound, it unfortunately must  be disqualified.
7. Dyno impound, post race, will be reserved for cars suspected of pushing the allowed boundaries of the class and shall be used only at the request of the Motorsports director or the Race Director of GLTC.  If sent to impound, the driver and car shall be allowed 15 minutes for vehicle to cool down from time entering pits in an effort to recreate most dyno sessions in which the dyno number for submission originally is created. At 15 minutes the car will be pulled onto the dyno and strapped down.
8. Vehicles must have the ability to restart on their own, as this is deemed to be a safety hazard on track during race if unable.  Allowances= alternator died during race, or power cable with obvious break during previous race.  Vehicles should have adequate fans to allow them to idle to cool down, adequate batteries for needs of vehicle, and batteries in excellent condition.  
9.  The highest HP pull of  3 impound runs will be selected.  If the car is over its stated wheel horsepower, or HP allowed for weight if carrying buffer weight as insurance, the following shall be the result=

1. 1-3 WHP over stated= finishing position moved back 10 spots. (invert math takes place, then car is moved 10 back)

2) 3.x-to-5 WHP over stated= points removed for race, and start of next race shall be 15  spots from would-be-position (had car not failed on dyno). Car must be made legal based on dyno results.  (invert math takes place, then car is moved 15 back)

3) 5.x or more WHP over stated=full DQ, Start from back next race.

9. Engine replacements (only due to failure of original engine ) during race weekends, where it is not possible to "re-dyno" the car,  are allowed to continue racing under the original dyno submission ONLY with permission of the Race Director or Motorsports Director. Engines must be the same spec as the engine they replace, or lesser. In these rare situations, Gridlife will place a Data box in the car (or claim data if the car features an adequate system) for all sessions/races following the swap. Data will be compared to previous sessions of the car, and/or known compliant other-competing-cars, and acceleration data will be used as the judgment as to whether the car is compliant.  If acceleration data is suspect in ANY WAY in regards to the car not being compliant in horsepower to weight, the Directors MUST Disqualify the car.  Data must show, unequivocally, the car to be compliant, or it MUST be deemed non compliant.  This particular special case data is open to display to competitors upon request at the convenience of the technical staff.

13. Data Boxes

Data acquisition in 2025 and beyond: In addition to using data from AIM or similar Data boxes or onboard systems, it is intended that Fire Link GPS dataloggers will be utilized in some fashion in 2025.  Live telemetry data will be monitored by Technical Staff for acceleration data, cornering data, position on course, etc.

EVENT FORMAT

1. Race weekends will generally feature a practice, qualifying, and 4 race sessions. Alternate formats are below.
2. The qualifying session will determine the starting position for Race 1. Starting position for each following race is determined by either finishing position from the prior race or fastest lap times from the weekend with a possibility of partial or full inverted field.  Weekend format: Race 2 grid is determined by finishing position of  Race 1(official results).  Race 3 grid is the fastest lap of race 2, In instances of timing failure in race 2, qualifying results will determine race 3.  Race 4 grid is the finishing position of Race 3 (official results) with a random invert number drawn for leading cars. In instances of races 1,3,4 losing timing and scoring, finishing position will be via videos.
3. Qualifying sessions are typically long.  Vehicles may be impounded after qualifying sessions.  Drivers should anticipate long sessions and plan NOT to refuel during sessions.  If called to impound mid-session, drivers may return to the jo track and impound after, but nothing may be added to vehicle, and vehicle may not return to pits before clearing impound. (no fuel, weight, etc). An early return to paddock may send a vehicle to impound automatically, or result in dismissal of the vehicles earlier times on track , if they return to the track.
4. Race results are not released until investigations and impound are completed, to the best of the ability of staff, in the time allowed.  Results may be released while investigations are still underway if Race Director deems it necessary and prudent.  Failure of a vehicle to pass all utilized forms of impound will result in disqualification.
5. Some races may be untimed, and based on photo finishes (‘Track Day Picnic’ for example).  Only the top 3 finishers will be officially recognized, and each race will be a separate event during the weekend.  Qualifying may be based on standing start autocross times, with each competitor given 1 (ONE) opportunity for qualifying at minimum.

ALTERNATE EVENT SCHEDULE (depending on event) - “A MAIN / B MAIN”

1. This format splits the GLTC grid into two race fields, the A-Grid and the B-Grid.
2. Qualifying is one long session of roughly 40 minutes.  Open to all cars.  It is expected that cars will enter and exit the track throughout the session, to leave enough space for others.  It is encouraged that cars pit in , ask for space once warmed up, and session flow will be managed by staff at the exit of hot pits.  Cars may utilize hot pits or loop back into false grid area to make adjustments, etc, throughout the session, without losing qualifying times.  If a car exits the immediate hot pit/false grid areas, and returns later to the track , times will “reset” for that car. No refueling is to be done during qualifying without a reset of times set previous to refueling.  Details of utilization of “returning to false grid” will be explained in the drivers meeting.  
3. Grid sizes for A and B will be initially decided by the number of qualifiers split in half. If total qualifying is an odd number,A will get the extra car.   Example: 63 cars set qualifying times results in 32 A starters and 31 B starters.  Cars without qualifying times go to the back of B.  Minimum target for A is 20 cars, and the race director reserves the right to reduce B relegation numbers if attrition pushes the A starters under 20.
4. B-Race always runs first. A-Race runs immediately after B-Race
5. The first A/B grid split for Race 1 will be based on qualifying times. Qualifying points are only awarded to top 3 overall qualifiers.
6. A/B Grids for race 2 is as follows:

1. The last 5 finish positions of an A-Race will be relegated to the B-Race, and will start in positions 1-5.
2. The top 5 finish positions of a B-Race will be promoted to the A-Race, and will start in the last 5 positions.
3. Grids will be based on finish position from Race 1.

7. A/B Grids for Race 3 will be based on fastest lap from Race 2:

1. The last 5 finish positions of an A-Race will be relegated to the B-Race, and will start in positions 1-5.
2. The top 5 finish positions of a B-Race will be promoted to the A-Race, and will start in the last 5 positions.
3. Race 4 random invert will be decided by a dice throw from Race 3 A/B winners, respectively, after all promotions/relegations are complete.  

8. A-Race drivers will score points per current GLTC format.  B-Race points scored will mirror qualifying points format, with 3 points for P1, 2 for P2, and 1 for P3.  Season championship average finishing position will only be calculated for A-Race finishes.
9. Disqualifications will result in starting at the back of the next B-Race grid.
10. Mechanical failures and DNS will be placed at the back of the B Race grid after all promotions/relegations are complete. If a lap is completed in Race 2, that lap time will decide Race 3 grid position, if judged to be legitimate mechanical event by staff.
11. The weekend round winners will be determined by the top 3 in total event points.

ALTERNATE EVENT SCHEDULE (Knockout pursuit Regrid)

1. Top 10 drivers draw numbers. If the timeframe doesn’t allow top ten cars, it may be less cars than 10.
2. P10 and p9 go first. Warmup lap, head to head battle for fastest time on first flying lap. Winner receives green flag, loser receives checker flag, at mid point on cool down lap.  
3. P8 chases after previous cars pass start line,  on flyer, and takes place of loser.   Loser pits in
4. Next pass over finish line starts next head to head battle.  Winner receives green flag, loser receives checker flag, at mid point on cool down.  P7 joins on cool down, and the cycle continues.
5. First car to lose is p10 on regrid order.
6. Second car to lose is p9, and the regrid order  continues as knockouts happen.

ALTERNATE EVENT REQUALIFIER

1. “Top 10 shootout”- the top 10 drivers after a given race will requalify with a single flying lap, typically spread from other cars with a ⅓ track separation. Rule= Fast warmup lap, qualifier lap with no 4 wheels off situations. fastest to slowest will set p1-p10 on the next race grid.  If multiple cars have a mechanical or 4 wheels off situation, the first will be p10, and so on (p9, p8, etc).  
2. “Any 10 shootout”- chosen by event staff.  The rules of “top 10 shootout” apply.

REWARDS WEIGHTS

Rewards weight for 2025 will consist of drivers who win races in carrying rewards weight until the final event of the year.  The first win of a driver in the season is 1%, 2nd win is 2%, 3rd is 3%, 4th is 4%, etc.  Weight must be added after these wins, following the race weekend (no weight changes during a weekend).  Maximum of 5%. Championship Finals round of 2025 will restart this process for that event only.  1% per win that weekend only will be awarded, up to 3%. For purposes of rewards weight, it shall be based on the actual measured horsepower of vehicle, if in a post-impound situation

POINTS FORMAT

Points will be awarded for each race if the competitor completes at least half the number of laps as the race winner based on the finishing position shown below:

-PLUS-

Qualifying Finishing Position will reward P1 = 3 points, P2 = 2 points, and P3 = 1 point.

EVENT / WEEKEND CHAMPION

1. Each Gridlife event will feature a mini weekend championship that determines the Event Winner, runner up and 3rd place finisher.
2. The points awarded from each race during that event will be added together and the top 3 will be determined by the most points. In the case of a tie, the finishing position of the qualifying session will be used as the tiebreaker.
3. Ceremonies will be held shortly after the last race unless held up by scrutineering.  

GRIDLIFE TOURING CUP - SEASON CHAMPIONSHIP

1. The regular season champion will be determined by a driver’s best 14 races of the regular season along with the full points of the final event. Points from the best individual races will accrue for championship points.  Races where a driver is DQ’d for technical infractions, or where driver has a loss of position for on track infractions, will automatically count as part of the best 14 races, and will not be able to be dropped, in an effort to encourage clean, fair, and contact-free racing.
2. Tie breakers will be:

 1) Bonus points of qualifying races and

2) best finishing position at Midwest Festival

RACE STARTS

1. Pole position will always be on the inside of the first corner unless requested otherwise by the pole sitter.  Pole sitter should make it clear what side they want to grid staff, if not asked.  
2. Drivers will be directed to the left or right (which indicates starting location on track) while exiting pits.
3. One pace/formation lap behind a pace car will be given to warm up tires and brakes unless two is deemed safer/needed by the Race Director. Vehicles must drive in single file formation for the majority of this/these laps. Three corners before the start/finish line, drivers will start the two wide formation.  “Pack up.  Pair up.”
4. Two types of race starts will be used in Gridlife W2W, standing and rolling. See supplemental event regulations for specifics.
5. STANDING START

1. Pace car will exit the track and drivers will proceed slowly to their starting formation.
2. Pole will grid right behind the start/finish line while every car behind will grid in a staggered formation leaving a car width on the side and car length in front, unless otherwise dictated in specific event meetings.
3. Start/finish will display a green flag at the start of the race or display the appropriate lights for the track/venue. No position changes must happen until the green flag/appropriate lights are displayed, and at that moment, all cars are free to accelerate and begin racing.

6. ROLLING START

1. It is the pole position car's responsibility to maintain the pace car speed after the pace car exits track until the green flag is dropped. Reducing speed to stack up the field or speeding up WILL NOT BE PERMITTED! Gridlife deems such behavior to decrease safety, therefore will be considered unsportsmanlike conduct.
2. Once the green flag drops, all competitors are allowed to go.
3. In the scenario where the field is not grouped up properly, not in formation or vehicles accelerate prematurely, the start will not be dropped (false start) and will be postponed, but official race timing will start.  One more pace/formation lap will be given without a pace car. It is the pole sitter’s responsibility to reduce speed and maintain a pace car speed around the entire track until the green flag is dropped.

7. No pass initiation before the green flag is allowed. Any contact before green regardless of how minor may be subject to disqualification or a drive through penalty signaled by a black flag for the competitor .
8. Cars must maintain a two wide formation and remain in their lane and location to other cars until the green flag is dropped. Swerving out of your designated starting lane/position before the green is not permitted, except to avoid potential contact or if pointed by another car on the pace lap due to mechanical issues.
9. “Jumping the start” before the green flag is dropped will result in penalty issued on  judgment by race director and motorsports director, and will likely be a DQ for the race, unless a clear effort is made to “remedy” the jump, such as waving by or giving back spots gained, when safe to do so.  Passing immediately once the green flag is dropped is allowed.  You do not need to pass the start stand to begin racing once the flag is dropped.
10. If a car suffers a mechanical failure during the formation lap, you must maintain your position on the grid as if the car was still there. For example, do not move up a row in a two wide formation if the car ahead of you pulls off.

GRIDLIFE RACING SAFETY

Gridlife wheel to wheel racing is a single rungroup race format where fun, safety, and excitement for the driver, spectators, and fans are the primary goals.  All cars must meet the full roll cage minimum standards and drivers must have full safety gear, including multilayer race suits of minimum SFI 3.2A/5 rating, SFI rated shoes, socks, gloves, etc, and a Snell SA 2015 or newer rated helmet.  Cars must have driver’s side window nets and are encouraged to have center nets as well.  Seats and all safety gear must be mounted properly and within all generally accepted industry standards. Improper safety gear or quality of install may result in the loss of racing time or refusal to be allowed to race.  

1. YELLOW FLAG- Local or Full Course

1. Gridlife maintains a zero-tolerance policy for passing under yellow.
2. No passing is allowed where a flag station displays a yellow flag or yellow LED board. Maintain a safe pace, keep eyes up, and look ahead.
3. Drivers must not pass when a yellow flag or yellow LED board is within view. Be aware, hazards may exist immediately at or following a station with a waving yellow.  The severity of the issue causing the yellow flag is judged by the flagger's style and effort of waving.  Drivers are expected to acknowledge the yellow and not contest corners under yellow flag conditions.
4. Once a manned station with no yellow flag or yellow LED board is passed, the race is deemed green flag conditions again in that portion of the track.
5. Gridlife maintains a zero-tolerance policy for passing under yellow.  
6. A verified pass under yellow flag conditions results in automatic disqualification for that race. Passing under yellow is verified by driver video, if available.
7. The intent of this rule is to keep all drivers and safety personnel safe during yellow conditions.

2. FULL COURSE CAUTION FLAGS AND RESTART

1. During full course caution due to an incident or debris on the race track, all corner working stations will display standing double yellow flags, often referred to as “double yellows”. The area/worker near  the incident may display a waving yellow or double waving yellow flag to warn drivers.
   

4. The pace car will pick up the leader and control the pace. Full course yellow does not mean slow down to crawl! FCY should be viewed as a pause in the race. Lagging vehicles are allowed to catch the field but must do so safely. Maintain a swift pace while being very alert to rescue vehicles and workers especially around the accident. Competitors must remain in a single file during the caution and restart.  Approaching the restart, egregious swerving out of line prior to the restart may be considered unsportsmanlike conduct.
   
5. You are not allowed to pass a car under any type of yellow unless that car  is stationary.
6. Once the pace car turns off its flashing lights, the race will go green next time by start.

3. All GLTC vehicles must have a battery isolator kill switch capable of stopping the engine from running and disconnecting the battery from all powered devices in the vehicle.
4. All GLTC vehicles must have a plumbed-in FIA Technical List 16, FIA Technical List 52, or SFI 17.1 fire suppression system.

1. All fire suppression systems must be securely mounted (with nuts, bolts, and appropriately-sized washers or backing plates) and installed to homologation documentation and manufacturer’s instructions. Systems must be installed within the vehicle’s crash structure. It is strongly recommended to use mounts that have “anti-torpedo” tabs incorporated into the design.
2. An activation mechanism must be within reach of the driver when belted in the car. It is strongly recommended that a secondary activation mechanism be installed and accessible to emergency responders from outside of the vehicle.
3. All systems shall be identified with two (2) circle “E” decals, one at the activation mechanism and one on the outside bodywork in-line with, or as near to, the activation mechanism as possible.
4. Mechanical firing safety pin(s) must be removed, and electrical control boxes must be powered on all on-board fire suppression systems prior to going on track.
5. All fire suppression systems and complementary hand held fire extinguishers are required to be serviced every two (2) years as per the FIA and SFI, or per the manufacturer’s requirements, whichever comes first. Services must be performed by the manufacturer or one of the manufacturer’s authorized servicing center(s). Bottles must carry an active service or maintenance label displaying last service date and next service due date.
6. All stored pressure fire suppression systems and complementary hand held fire extinguishers must display a capacity and/or pressure gauge and indicate fully charged as per the manufacturer’s requirements. Remote charge systems and systems without a pressure gauge may be checked for compliance by weighing bottle(s) with remote link hose and CO2 cartridge housing.
7. FUEL COMPONENTS shall have a quality bulkhead covering the fittings/tank cover/filler/pump access port if not shielded from the driver by a firewall/trunk wall/etc.
   Steel or braided stainless are lines allowed without covering.

5. ROLL CAGE CONSTRUCTION & SAFETY (same as GTCR) - Full/complete, industry standard roll cages are required for all wheel to wheel racing with Gridlife.  motorsport@grid.life with questions.

1. A properly installed roll cage protects the occupant in the event of a rollover or collision.  These rules apply to all competitive segments, unless otherwise stated by the segment rules, and vehicles requiring a full roll cage (unlimited time attack, wheel to wheel racing) must follow the rules in their entirety.  It is generally encouraged to “overbuild” a roll cage, but the following rules outline the “minimum” spec a roll cage should follow.  Vehicles built to the specifications of, or homologated by FIA Group N, FIA Group C, JAF, SCCA, IMSA, and Grand AM, etc, are required to conform to these rules or be approved by the race director. Vehicles that fail to conform to the GRIDLIFE roll cage rules, but conforms to roll cage rules of other  recognized sanctioning body (SCCA, IMSA, Grand Am, Formula Drift etc.), that wishes to compete in GRIDLIFE events regularly , could  be asked to make modifications within a period of time established and approved by the Race Director.. It is the driver’s responsibility to provide a copy (physical or electronic) of any non-GRIDLIFE rules applicable to their  vehicle.
2. ROLL CAGE & PLATE WELDS  All welding must be high quality, with proper full penetration. All tubes must be welded fully around the perimeter of the tube at all joints.
3. ROLL CAGE BENDS  No bends in any roll cage shall be allowed to have any noticeable deformation or “crush” in the bends.  Bends must be smooth and “mandrel” (formed with a professional quality bender in a properly sized mandrel to eliminate deformation)
4. ROLL CAGE PADDING All roll cage components that may potentially come into contact with the driver should be padded with high-density padding , carrying an SFI rating.  Soft “ pool noodle” type padding is not allowed in these conditions.
5. ROLL CAGE INSTALL Roll cages  may be “bolt in” or may be permanently welded. “Bolt in” roll cages must have adequate backing plates, and sandwich plates whenever able.If the area on the opposite side of the floor or body contacted by the plate is able to accept a sandwich plate, it should be used. If it is not able (shock tower, etc) it should be a multi-layer portion of the unibody or chassis, and use as large of backing washers as possible.  Build quality and design should be of a quality and thoughtful manner following general industry standards.
6. ROLL CAGE MAIN HOOP  The main hoop of the roll cage must be installed as close to the body of the car as possible for the given conditions (width and height), and must be capable of sustaining the weight of the vehicle and keep the panels from crushing inwards as much as possible.  If main hoops are deemed inadequately constructed, not fitting well, etc, they will not be allowed. Build quality and design should be of a quality and thoughtful manner, following general industry standards.
7. ROLL CAGE MAIN HOOP REAR BRACES  The main hoop must have rear braces, extending  from the top of the bar nearest the upper bends, downward towards the shock/strut tower/ strong or adequate mounting area.  The mounting points should be chosen for maximum strength.  This is considered especially important, and if any questions on legality exist in 2025, please email motorsport@grid.life, CC  abrin@grid.life
8. Porsche 914, Pontiac Fiero, Honda Del Sol, and other cars where downbars aren’t easily routed, the main hoop can be attached to the body by plates welded to the cage and attached to the original equipped shoulder harness mounting location. There shall also be a diagonal bar connecting the top of the main hoop to the lower front passenger side footwell mounting plate (“Petty bar”). . Rear window/bulkhead can also be pierced for traditional rear braces if possible.
9. ROLL CAGE DIAGONAL BRACE  At least one diagonal brace must exist inside the plane formed by the main hoop.  The required brace should extend  from the passenger floor nearest the main hoop mounting area (and landing on the same plate in most cases) as the main hoop on the passenger side , upwards toward the driver’s side head area of the hoop.  It should land on the main hoop nearest the upper outside bend, and can , if needed for driver’s helmet or seat clearance, land on the top of the main hoop.  It must be as close as possible to the bend, but can be up to 12” from the bend in some scenarios.
10. ROLL CAGE SHOULDER HARNESS BAR The shoulder harness bar must be placed at an appropriate  height for harnesses in relation to the driver and seat .  It must connect to both sides of the main hoop, and be affixed in the center to the diagonal bar, via intersection or gusset
11. ROLL CAGE FORWARD HOOPS (multiple options) Multiple options exist for the forward hoops.  

1. Forward hoop going from the top bend area of the main hoop , forward towards the “A” pillar, then following the “A” pillar downward, then dropping to the floor, with a brace connecting the top of the bend nearest the “A” pillar/ top of windshield points on both sides.
2. Forward hoop following the roofline fully, from the top bend of the main hoop, forward towards the top of windshield/ “A” pillar peak, turning towards the other top of windshield/”A” pillar peak, turning again towards the opposite side top bend of the main hoop.  Braces from the forward feet plates nearest the front footwells, heading upward, turning to follow the “A” pillar/windshield frame, and meeting the forward bends of the hoop.
3. Forward hoop mounted on the forward footplate of the car nearest the front footwells, upward, turning to follow the “A” pillar/windshield frame , turning towards the opposite side of the vehicle, turning at the opposite “A” pillar/windshield frame, and returning downward along the windshield frame toward the opposite forward front foot plate. Braces will exist to tie the top outside bends of this hoop to the top bends of the main hoop. In all cases, build quality and design should be of a quality and thoughtful manner, following general industry standards.

12. ROLL CAGE DOOR BARS / SIDE IMPACT PROTECTION  In unlimited class or a wheel to wheel class cars where door bars /full roll cage is required, at least 2 bars must be present, connecting the main hoop to the vertical lower portion of the forward hoop through each door area.  “X” bars, “nascar” (protruding into the door cavity away from the driver), or double straight bars are common methods of filling this requirement.  Build quality and design should be of a quality and thoughtful manner, following general industry standards.  
13. ROLL CAGE MOUNTING PLATES/POINTS  All main components of the roll cage or roll bar (not full cages) must use adequate mounting points where they contact the floor or where they terminate to the chassis/unibody.  Plates should be of large size ( 100 square inch maximum), 0.080’’ thick minimum .  It is recommended that plates be nearest the outside of the floor or passenger compartment, and extra strength can be garnered by having the plates formed to fit multiple angles /planes of the chassis/unibody.  Build quality and design should be of a quality and thoughtful manner, following general industry standards.
14. MOUNTING PLATES – BOLT-IN CAGE  (TIME ATTACK ONLY, or road race cars currently holding a valid logbook from another organization). The attaching points of a bolt-in cage to the body must use reinforcing plates to sandwich the body where at all possible. . At least three 5/16’’ or larger bolts of Grade 8 or higher must be used through the plates.
15. ADDITIONAL TUBING  Additional tubing may be/is recommended to be used in reinforcement/gusseting/triangulation. Potentially  Load bearing tubing should be of the same size and material as the rest of the cage (door bar additional material as well), and triangulation/gusseting tubing for adding stiffness can be smaller/and/or thinner wall material if chosen.  All required tubes must follow the required sizing below as the minimum spec, and are encouraged to “over build” with thicker or larger tubing.  
16. ROLL CAGE TUBING SIZES AND THICKNESS   (minimal thickness/size.  ERW Not allowed) . Sizes of minimal tubing not covered below, may be allowed, but drivers should contact Gridlife for clarification on allowances.

1. 0 to 1500 lbs w/driver.

Seamless mild steel (CDS), DOCOL r8 or DOM 1.500” x 0.080”

2. 1501 -2500 lbs w/driver

Seamless mild steel (CDS), DOCOL r8 or DOM 1.500” x 0.120”

3. 2501 -3000 lbs  w/driver

Seamless mild steel (CDS), DOCOL r8 or DOM 1.750” x 0.095”,  or 1.625’’ x 0.120’’ Seamless mild steel (CDS), DOCOL r8 or DOM

4. 3001 -4000 lbs w/driver

1.750” x .120” Seamless Alloy (4130), Seamless mild steel (CDS), DOCOL r8 or DOM

5. Over 4000 lbs w/driver

2.000” x 0.120” Seamless Alloy (4130), Seamless mild steel (CDS), DOCOL r8 or DOM