Enduro Student India Rulebook

1 CONTENTS
1 Contents 1
2 General Vehicle Layout: 5
3 Propulsion devices: 5
3.1 Engine Regulations: 5
3.2 Engine part replacements and modifications: 5
4 Driver Harness 6
4.1 Shoulder Belts 7
4.2 Lap Belts 8
4.3 Anti-Submarine Belts 9
4.4 Arm Restraints 9
4.5 Harness guidelines 10
4.6 Head Restraint 10
4.7 Seats 10
4.7.1 Conventional Seats 11
4.7.2 Suspension Seats 11
4.7.3 Seat Mounting Points 11
5 Driver Equipment 12
5.1 Helmet 12
5.2 Eye Protection 13
5.3 Lens Protection 13
5.4 Neck Support 13
5.5 Gloves 13
5.6 Shoes 14
5.7 Upper Garments 14
5.8 Lower Garments 14
6 Fuel System 15
6.1 Function 15
6.2 Prohibited Additives 15
6.3 Location 15
6.4 Fuel Cap 15
6.5 Fuel Tank 15
6.6 Mounting 15
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6.7 Fuel Lines and Filters 16
6.8 Splash Shields 16
7 Brake System 16
7.1 Independent Circuits 16
7.2 Brake Location 17
7.3 Cutting Brakes 17
7.4 Brake Lines 17
8 Throttle System 17
8.1 Throttle Cable 18
9 Cockpit 18
9.1 Driver Exit Time 18
10 Firewall 18
11 Body Panels 18
11.1 Belly Pan 19
11.2 Leg and Foot Shielding 19
12 Fire Extinguisher 19
12.1 Rating and Required Features 19
12.2 Quantity 19
13 Powertrain Guards 19
14 Steering System 20
15 Electrical System 20
15.1 Battery Mounting 20
15.2 Sealed Batteries 21
15.3 Wiring and Connectors 21
15.4 Engine Kill Switches 21
15.4.1 Location 21
15.4.2 Mounting 22
15.5 Brake Light 22
15.5.1 Brake Light Switch 24
15.6 Communication Systems 24
16 Fastener 24
17 Vehicle Identification and Markings 24
17.1 Transponders 24
17.1.1 Required Transponder 24
17.1.1.1 Mounting 25
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17.1.1.2 Orientation 25
17.1.1.3 Location 25
17.1.1.4 Fastening 25
17.2 Vehicle Numbers 26
17.2.1 Required Numbers 26
17.2.2 Location 26
17.2.2.1 Side Numbers 26
17.2.2.2 Front Number 26
17.2.2.3 Number Size 27
17.2.2.4 Sponsor Identification 27
18 Technical Inspection 27
18.1 Overview 27
18.2 Technical Scrutiny 27
18.3 Engine Inspection 27
18.4 Dynamic Brake Check 27
18.5 Inspection Stickers 28
18.6 Spares Declaration 28
18.7 As Approved Condition 28
18.7.1 Modifications 28
18.7.2 Repairs 28
18.7.3 Tuning 28
19 ROLL CAGE 29
19.1 Lateral Space 29
19.2 Vertical Space 29
20 Roll Cage Structure 29
20.1 Primary Members of the roll cage 29
20.2 Secondary Member Requirements 30
20.3 Roll Cage Member Requirements 31
20.3.1 Straight Member Bending Rules 32
20.3.2 Straight Member Length Rules 32
20.3.3 Straight member at Named Points 33
20.4 LATERAL CROSS MEMBER REQUIREMENTS 33
20.5 REAR ROLL HOOP (RRH) 34
20.5.1 REAR ROLL HOOP LATERAL DIAGONAL BRACING (LDB) 35
20.6 ROLL HOOP OVERHEAD MEMBERS (RHO) 35
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20.7 LOWER FRAME SIDE MEMBERS (LFS) 36
20.8 SIDE IMPACT MEMBERS (SIM) 36
20.9 UNDER SEAT MEMBER (USM) 37
20.10 FRONT BRACING MEMBERS (FBM) 38
20.11 FORE/AFT BRACING (FAB) 42
20.12 BUTT JOINTS 45
20.13 DRILLED FRAME MEMBERS 45
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2 GENERAL VEHICLE LAYOUT:
The vehicle must be able to tackle rough terrain, such as rocks, logs, sand, mud, etc. It must
have four (4) wheels, and be powered solely by a Briggs and Stratton engine mentioned
below.
3 PROPULSION DEVICES:
Apart from the Briggs and Stratton engine, no other form of propulsion device or energy
storage device is permitted. This includes Hydraulic, Pneumatic, Electric and Kinetic energy
storage systems.
3.1 ENGINE REGULATIONS:

The only engine permitted for the 2019 Enduro Student India competition is the Briggs and
Stratton Model 19 engine, model number: 19L232-0054-G1.
Model 20 engines are not permitted for 2019 Enduro Student India competition. Since the
Model 19 engine does not come with an attached fuel tank, it is the duty of the participating
teams to acquire a Briggs and Stratton fuel tank and fuel cap.
Tank part number is 799863
Roll over cap- B4325GS
3.2 ENGINE PART REPLACEMENTS AND MODIFICATIONS:

Only Briggs and Stratton replacement parts, in unmodified condition may be used. No
modifications are permitted to any component of the engine itself, including the pistons,
ports and valves, crankshaft, camshaft, connecting rod, spark plugs, armature, etc. The stock
engine governor must be used, and set such that the engine does not exceed 3800 rpm in
any condition. The Governor spring must be engaged only in hole 5, and no other positions
or rpm settings are acceptable.
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Figure 3.1 Governor Setting and spring position
The stock Briggs and Stratton air cleaner must be used, but it can be relocated using a
remote mounting kit. The hoses used must be the same as the supplied hose when changing
the position of the air cleaner. Any changes made will have to pass inspection, and is at the
sole discretion of the technical inspectors.
Changes to the Carburetor, such as re-jetting, adjusting the float or venturi is not permitted.
Exhaust muffler must be the stock part supplied with the engine. The exit may be re
directed, or the exhaust may be relocated by using a tube having an ID of 32mm. In case of
any modifications, the entire system must be securely fastened at all times during the
competition.
The exhaust pipe exit should not be directly in front of any chassis member, that is within
100mm of the pipe.
4 DRIVER HARNESS
The purpose of the restraint system is to hold the driver securely in position within the
frame of the vehicle at all times. It should also be capable of disengaging quickly, and allow
the driver to leave the car in the shortest possible time. The restraint includes two shoulder
belts, two arm restraints, the anti-submarine belt and the driver seat.
Only 5 point driver harness systems are allowed, such that all the belts join at a single,
centrally located buckle. All components of the harness must meet SFI 16.5/16.1 or FIA
8853/98 specifications. The belts must be made of Nylon or Dacron polyester, and not have
any damage. The shoulder and lap belts must be must be 75mm in width. The anti
submarine belt must have a minimum width of 50mm.
For a harness to be eligible, the system must be no more than three years old on the 1 st
October 2018. Harnesses with a “valid …” tag must have a date that is till or after the last
date of the competition.
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The release mechanism must be a single metal-to-metal lever-type, quick-release buckle.
Other release mechanisms, such as cam-lock and enclosed buckle type systems, are
prohibited. The buckle should not be accidently released by application of external force,
roll-overs, impacts, etc.
4.1 SHOULDER BELTS

The shoulder belt mounting point onto the chassis must be no higher than the vertical level
of the shortest driver’s shoulders. It should also not be lower than 100mm below the tallest
driver’s shoulder height.
The lateral spacing between the centers of the shoulder belt should be between 180mm and
230mm. The lateral movement of the shoulder belts must be restricted along their mounting
by a separate structure. The shoulder belts should not come into direct contact with the
firewall at any point. A layer of protection must be used to prevent the firewall damaging
the belts.
The shoulder belts should be looped around a straight horizontal tube. This tube must be
welded within the plane of the RRH, and must meet the requirements of a secondary tube.
The shoulder belts must run directly to the driver’s shoulders, without being redirected by
any part of the frame, bodywork or seat.
The shoulder belts should be protected from damage from the aft of the RRH. The firewall
can be extended to cover the shoulder belts from behind. Alternatively, pockets can be
added around the shoulder belt mounting points. The belts should be entirely concealed
from behind, and any material used for covering should be the same material as that of the
firewall.
Figure 4.1 Example of Shoulder belt mounting and restrictions without aft covering
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4.2 LAP BELTS
The lap belts must be connected to buckles on one side, and be directly connected to
release mechanism. There should not be any redirection on any part of the vehicle including
the driver seat. The belts must be mounted to the frame tabs with brackets suppled with the
safety harness. They cannot be wrapped around chassis tubes.
The belts must meet such that the release mechanism lies in the pelvic region of the driver,
and not on the abdomen.
The lap belts need to be bolted to the vehicle frame with metal tabs. The bolts have to be
graded, and be half threaded bolts, such that the part in contact with the lap belt is not
threaded. Lap belts cannot be wrapped around tubes or secured with eye-bolts. All bolts in
the driver harness must have the same nominal diameter as the mounting holes in the
bracket.
Figure 4.2 Lap belt tab
The frame tabs for the lap belt must meet the following requirements:
● The lap belt tabs must be made of steel, at least 2.3mm thick and be positioned in double
shear mounting. Frame lap belt tabs positioned such that they are in bending are explicitly
prohibited.
● The frame tabs must be welded to the frame with a weld length greater than 38mm per tab.
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● The lap belt tabs must have at least 6.4mm of material outside of the bolt hole. That is, from
the edge of the bolt hole, to the end of the tab must be at least 6.4mm in all directions.
● The lap belt tabs and belt must be mounted such that the lap belt pivots freely.
● No weight reduction holes or slots are permitted on the safety harness tabs.
The lap belts must be shielded from the vehicle’s body panels, to prevent damage to the
webbing. Excess belt webbing must be rolled up and contained within the frame of the
vehicle.
4.3 ANTI-SUBMARINE BELTS

Anti-submarine belts must be placed a location behind the chest line. The chest line is
denoted by a straight-line parallel to the chest of the driver, that extends to the floor of the
vehicle. The anti-submarine belt must be positioned ahead of the lap belt mounting points.
The anti-submarine belt must either be bolted to a frame tab (not in bending) or be wrapped
around a secondary frame member.
If the tab is bolted, the belt must be firmly attached to the chassis by metal tabs, using a
graded, semi threaded fastener, similar to the lap belts. The tab and welding specifications
are same as that of lap belt tabs.
If the anti-submarine belt is wrapped around a secondary member, the lateral movement of
the belt must be restricted to less than 25mm. Further, the belt must be protected from
coming into contact with any other part of the vehicle, such as the belly pan. The mounting
member must not be cantilevered.
In case the belt has to be redirected (such as by the seat), the maximum angle of redirection
is 30 degrees with respect to the line of the belt.
4.4 ARM RESTRAINTS

The purpose of the arm restraints is to prevent the driver’s arms from going outside the
frame at all times. Arm restraints need to be securely attached to the driver harness. Arm
restraints meeting SFI 3.3 ratings are allowed.
The restraints must show no damage or wear. They must have SFI rating labels stitched onto
them. Arm restraints have the same date and age requirements as the rest of the driver
harness system.
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Figure 4.3 Sfi rating tag example
Arm restraints must allow the driver to release the harness and egress the vehicle
unassisted, regardless of the vehicle’s position. The arm restraints are to be position on the
driver’s forearm, just below the elbow. The arm restraints should not restrict the driver’s
ability to reach the steering wheel, kill switch, harness release, or any other item needed to
control the vehicle.
4.5 HARNESS GUIDELINES

1. The webbing of each of the 5 belts should not be twisted or rotated at any point along the
belt.
2. Each belt must have sufficient adjustment, such that every driver is securely fastened in the
vehicle. The belts should be easily adjustable for each driver. This applies to each of the 5
belts, and the arm restraints.
4.6 HEAD RESTRAINT

A head restraint must be mechanically fastened to the frame of the vehicle or the driver’s
seat. The purpose of the head restraint is to prevent the driver’s head from moving
rearward. Any other methods of attachment are prohibited.
Head restraints mounted on firewalls are explicitly prohibited.
4.7 SEATS
The seat should ensure that, along with the harness, the driver must be firmly held within
the frame of the vehicle at all times. The seat must be designed to support the driver in an
upright position. An upright seating position is when the seat back angle is greater than 65
deg with respect to the horizontal plane of ground. Seats may be conventional type, or a
suspension seat.
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4.7.1 Conventional Seats
If a conventional seat is used, then it must be rigid and be made of metal or composite
material. Seats made of any other material such as wood, plastic, etc. are prohibited.
Conventional seats may have a removable seat cover and foam padding. Seats may be
purchased from a manufacturer or constructed by teams.
4.7.2 Suspension Seats

Suspension seats, or hammock seats need to be made of a material that is capable of
supporting the weight of the driver without permanent damage or deformation. The
suspension seat must be rigidly mounted in the car, such that the driver is held in place. The
seat must not have more than 25mm of left-right or fore-aft movement. The suspension seat
must not allow any part of the driver’s body or limbs to leave the frame of the vehicle.
Suspension seats must be made of such a material that it is capable of taking load greater
than the weight of the driver. The material must be stitched properly to prevent fraying or
tearing of the material under stress. Any visible damage to the seat or excess movement
when the driver is seated is not allowed, and can lead to being black flagged during the
event. If carabiners are used to attach the seat to frame tabs, then they must be load rated
to take the weight of the driver. The final discretion lies with the Technical Inspectors.
4.7.3 Seat Mounting Points

All seats must use at least six mounting points to attach the seat to the vehicle frame.
Conventional seats must have at least four mounting points to attach the bottom plane of
the seat and at least two mounting points to attach the seat back plane to the frame. All the
seat mounting points must be symmetric about the fore-aft center line of the vehicle. The
back plane mounting points must be at or near the RRH plane of the frame. All members to
which the seat mounting points are attached must meet the conditions of a secondary
member. The seat bottom mount must be designed such that the vertical load is evenly
distributed across the seat and the mounts.
Suspension seats must also be attached at least six points to the frame of the vehicle. The
suspension seat must be connected on both sides to the RHO or the RRH, within 50mm of
the point at which the RHO and the RRH meet. The suspension seat must also be connected
to the SIM on both sides, at a point such that there is a bracing member to the LFS within
50mm of this point. The seat should also be attached to the base of the RRH or LFS, at a
point that is less than 50mm from the point at which the LFS meets the RRH. The seat should
be designed such that it does not allow the driver to move within the frame of the car, thus
ensuring he is within the vehicle frame envelop at all times.
All tabs used for mounting the seat must have a minimum thickness of 2.3 mm and at least
38 mm of weld length per tab. Mounting Tabs must not deform under load. The distance
from the tab hole center to the weld line must not exceed 25 mm. If a frame member is
drilled, a sleeve must be used as mentioned in the frame regulations.
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5 DRIVER EQUIPMENT
5.1 HELMET
All drivers must wear a properly sized motocross-style helmet with an integrated (one-piece
composite shell) chin/face guard. All helmets used in Enduro Student India shall be certified
by the Snell Memorial Foundation, or have ECE R2205 rating.
ISI rated helmets are not permitted.
All Snell certified helmets used in Enduro Student India should meet the most current Snell
“M” (Motorcycle) rating, or the immediately preceding rating.
Figure 5.1 Sample picture of permitted helmet
For example, currently the M2015 rating is the latest rating and the M2010 rating is the
preceding rating. All M2015 helmets and all M2010 helmets would be acceptable for use in
Enduro Student India. Any helmets not meeting these standards are explicitly prohibited.
Note: Some Motocross helmets have extended chin guards that will not contact the required
neck collars when the head is flexed forward. This combination of helmet/collar system is
prohibited.
Any non-specification helmets will not be permitted to be used at any time during the event.
DO NOT RELY on salespeople to determine if a helmet is Snell rated. Check for the Snell
sticker under the foam liner of the helmet. Try to purchase the helmet from an authorized
seller/reseller of the brand. Teams are advised to verify that their helmet models are listed
on the SNELL website. Final discretion lies with the Technical Inspectors.
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Figure 5.2 Eye protection and helmet
5.2 EYE PROTECTION

All drivers must use motocross-style goggles with a full-circumference elastic band that
wraps completely around the driver’s helmet. “Quick Straps” or other quick-release systems
are explicitly prohibited.
5.3 LENS PROTECTION

All goggles used by drivers must have tear-off or roll off lens protectors. These tear-offs or
roll-offs are used to ensure the driver has unobstructed vision through their goggles. Teams
must present their goggles and properly installed tear offs or roll-offs at tech inspection.
Teams without tear offs or properly functioning roll offs will not be allowed to take part in
any dynamic event.
5.4 NECK SUPPORT

All drivers must wear an adult size neck support / neck collar. The neck support must be a
full circumference and SFI 3.3 rated. The support cannot be meant for a child and incorrect
fit that doesn’t support the helmet Horseshoe collars are not allowed. The support/collar
must be in overall good condition and show no signs of wear or other injurious defects. The
support/collar must bear the appropriate dated labels, and on October 1st 2018, be no more
than three years old.
5.5 GLOVES
Drivers must wear gloves to protect their hands. Abrasion resistant gloves, with a hard
knuckle padding is mandatory for this event.
Gloves without knuckle protection (e.g. racing gloves) are not permitted.
Sample of accepted gloves are given below:
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http://tinyurl.com/h2obhwk
Please note, racing gloves do not offer knuckle protection and can lead to injuries from
stones, rubbles etc being kicked off from the track & hence are not permitted on safety
grounds.
5.6 SHOES
Drivers shall wear socks and enclosed shoes at all times.
Any toe covered shoes are permitted, however, shoe laces must be properly tied & tucked in
to prevent coming loose & getting tangled in pedals or other components in the driver
compartment.
Racing shoes (fire retardant) are not mandatory, regular sneakers/ running shoes would
suffice. However, a shoe with narrow heel is preferable for drivers to ensure ease of pedal
actuation.
5.7 UPPER GARMENTS

Drivers must wear a motorcycle jacket with protective padding. These jackets must have
solid padding of sufficient width to prevent injury from any rock or debris coming into
contact with the driver’s torso. The padding is required on the front, back and arms of the
jacket. Padding could be embedded or separate from the jacket. Any full sleeved cotton
clothing may be worn below this armour padding.
Figure.5.3 Sample of permitted motorcycle jacket
5.8 LOWER GARMENTS

Drivers shall wear long pants made of natural materials such as cotton, denim, etc. Jerseys,
gloves, socks or other garments made from nylon or any other synthetic material which will
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melt or combust when exposed to open flame or extreme heat, are prohibited at all times
during the competition.
6 FUEL SYSTEM
6.1 FUNCTION
All vehicles shall have a fuel system comprising of a fuel tank, fuel hose and fittings, and
splash shields. The entire engine is considered to be part of the fuel system.
6.2 PROHIBITED ADDITIVES

The addition of nitrogen bearing additives, or additives designed to liberate oxygen is
explicitly prohibited.
6.3 LOCATION
The entire fuel system, including carburetor, air cleaner cover, splash shield, and engine
(excluding intake air hoses) must be located within the envelope of the vehicle’s roll cage.
The envelope shall be tested by means of a straight edge in contact with any two outer
points of vehicle frame members. The fuel tank mountings must be designed to resist
sustained vibration and shock.
6.4 FUEL CAP

A standard Briggs and Stratton gas cap with a built in check valve, Part B4325GS is required.
6.5 FUEL TANK

One fuel tank is permitted on the vehicle. Fuel tanks shall be unmodified and free from
injurious defects. Fuel tanks are restricted to Briggs and Stratton part 799863. All fuel tanks
shall be remote mounted, and not affixed to the engine. Fuel tank mounting shall be fixed.
Removable tanks are explicitly prohibited.
6.6 MOUNTING
Fuel tanks shall be mounted directly to a tube or tubes meeting the requirements of at least
a secondary member. The tubes onto which the fuel tank mounts must be welded to the
rest of the chassis frame. Cantilever mounting of fuel tanks to the vehicle frame is explicitly
prohibited.
All four mounting holes on the fuel tank shall be used to mount the tank to the vehicle
frame. Tabs used to join the fuel tank to the tubes of the vehicle frame shall be less than
50.8 mm (2.0 in) long, when measured along the tab from the center of the mounting hole
to the outside of the attached frame member.
All fasteners used to mount the fuel tank to the vehicle frame must meet the requirements
of fasteners.
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6.7 FUEL LINES AND FILTERS
All fuel lines shall be located away from sharp edges, hot engine components and be
protected from chafing or abrasion. Grommets are required where the lines pass through
any member of the vehicle, a body panel, drip pan, etc. Fuel lines are prohibited in the
cockpit.
All fuel lines shall be SAE rated fuel lines. The Briggs and Stratton fuel line is SAE J30R14 or
30R7-RP.
All fuel lines shall be no larger than the stock fuel lines supplied with the engine. Fuel lines
must have 6.3 mm inner diameter and 12.7 mm outer diameter.
If a fuel filter is used, it must be a Briggs and Stratton stock filter.
6.8 SPLASH SHIELDS

The purpose of a splash shield is to prevent fuel from being poured directly on the engine or
exhaust while refuelling the vehicle. The splash shield shall be either metallic material
(greater than 0.5mm thick) or fuel resistant non-metallic material (greater than 1.5 mm
thick). Shields must be rigid and firmly mounted. They must be shaped such that any spilled
fuel runs towards the outside of the vehicle, and does not pool on the shield.
No spill pan is required to be mounted for the competition.
Splash shields shall be mounted so they are engaged and effective at all times and are not
adjustable. The splash shield must be mounted lower than the structural member
supporting the fuel tank.
Fuel containers are not allowed on site. All fuel will be supplied by the organizers.
7 BRAKE SYSTEM
The only braking system permitted is a hydraulic braking system that must be capable of
locking and sliding all wheels statically as well as dynamically on any terrain, paved or
unpaved. The braking system must be of direct hydraulic actuation with the pedal directly
actuating the master cylinder through a rigid link (i.e., cables are not allowed).
Locking of brakes is when all four wheels will slide without rotating, when the brakes are
applied.
7.1 INDEPENDENT CIRCUITS

The braking system must consist of two or more independent hydraulic circuits. The system
must be designed, such that in case of a leak or failure at any one location, some amount of
braking force is maintained in a minimum of two wheels. Every hydraulic circuit needs to
have its own separate fluid reservoir. This can be achieved by the use of a full-height dam in
an OEM style reservoir or through physically separate reservoirs.
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7.2 BRAKE LOCATION
The brake(s) on the driven axle must operate through the final drive. Inboard braking
through universal joints is permitted. Braking on a jackshaft through an intermediate
reduction stage is prohibited.
7.3 CUTTING BRAKES

Cutting brakes are permitted. They can be hand or feet operated. The primary brake system
must be able to lock all four wheels with the use of a single foot (irrespective of the
presence of two separate pedals to lock 2 wheels each).
Any application of the brakes, must cause the brake light to illuminate.
7.4 BRAKE LINES

All brake lines must be securely attached to the vehicle frame, and not hang below the
vehicle frame or suspension components. All brake lines must be placed in such a manner,
that they are not damaged by suspension and steering components, or any other sharp
edges.
All brake lines must be capable of working at the full range of motion of the steering and
suspension system.
At no time shall the brake lines be loaded in tension or become engaged with the vehicle’s
tires and wheels. All brake lines shall be designed for the pressures expected in the braking
system, and be chemically compatible with the brake fluid in use.
Plain plastic and rubber brake lines are prohibited. Steel lines, or steel braided rubber hoses
are permitted.
8 THROTTLE SYSTEM
The vehicle’s throttle system must be able to move the throttle arm to full throttle on the
engine and return to idle when released. Any changes to the throttle after inspection is not
permitted. Electronic or hydraulic throttle engagement is not permitted, only a mechanical
foot operated pedal is allowed. The pedal must move the throttle lever through a throttle
cable.
The foot pedals must be positioned ensuring ease of egress by the driver. The driver’s feet
should not get trapped behind any pedal. Any mechanical extensions on top of the pedals
are prohibited.
A Wide-Open Throttle stop/accelerator pedal stop is required to prevent the throttle from
exceeding the full throttle position. A rigid, mechanical stop must be mounted at the end of
the throttle pedal movement range for this purpose. Using bodyworks, or other flexible
materials are not permitted.
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8.1 THROTTLE CABLE
A throttle cable must connect the pedal to the throttle lever at the engine. The cable can be
tension type or push-pull type. It is essential that the cable is covered (sheathed or jacketed)
through its entire length from the front of the cockpit to the firewall. In the event of any
failure in the throttle system, the design should be such that the engine is returned to idle-
stop. The throttle cable should be routed such that the movement of the cable through the
sheath is smooth. Cables systems with any jerky movement or signs that the cable might get
stuck will not be allowed.
Any other form of vehicle control systems is at the sole discretion of the Technical Inspectors
and/or event organizers.
9 COCKPIT
The cockpit must be designed to (1) protect the driver and (2) permit easy driver exit in an
emergency.
9.1 DRIVER EXIT TIME

All drivers must be able to exit on either side of the vehicle within five (5) seconds. Exit time
begins with the driver in the fully seated position, hands in driving position on the connected
steering wheel, and wearing the required driver equipment. Exit time will stop when the
driver has both feet on the ground. Driver’s exit time must be demonstrated by a team
driver, as selected at technical inspection as per the discretion of the technical inspector.
More than one driver may be required to perform the egress test.
10 FIREWALL
There must be a firewall between the cockpit and the engine and fuel tank compartment. It
must cover the area between the lower and upper lateral cross members (LC1 and LC2) on
the Rear Roll Hoop.
The firewall must be metal, at least 0.50 mm thick, and must completely separate the engine
compartment and fuel tank from the cockpit.
Multiple panels may be used to form the firewall but there must be no gaps between the
joints. Cutouts in the firewall are allowed, but they must have grommets or boots that
prevent large amounts of fuel from getting into the cockpit.
11 BODY PANELS
Body panels must cover the area between the SIM and the LFS members. Panels must be
made out of plastic, fibreglass, metal or similar such material with no gaps in the panels
greater than 6.35 mm being allowed and fastened/ mounted securely to the frame using
sound engineering practices (zip ties and Velcro are not acceptable). Panels are to be
designed to prevent foreign particles to intrude the cockpit.
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11.1 BELLY PAN
A belly pan which must be made out of metal, fibreglass, plastic or similar material must be
fitted over the entire length of the cockpit so that no debris may enter the cockpit when the
driver is seated normally. Along with ensuring that the driver is unable to make contact with
the ground, it must also prevent entry of foreign particles into the cockpit. Expanded metal,
fabric or perforated panels are not allowed.
11.2 LEG AND FOOT SHIELDING

No exposed steering or suspension links in the cockpit are allowed. They must be shielded
with metal to help prevent the driver’s legs and feet from coming in contact with the above
mentioned parts at any point in time. No exposed joints near the driver’s leg shall be
allowed.
12 FIRE EXTINGUISHER
All teams must carry two functional fire extinguishers. All team members shall be familiar
with the use and operation of fire extinguishers. One fire extinguisher is to be kept at the
pits at all times. The other must be carried along with the car, whenever it is outside the pits.
No fire extinguisher must be placed inside the car. No mounts for the fire extinguisher must
be present inside the cockpit of the vehicle.
12.1 RATING AND REQUIRED FEATURES

All fire extinguishers for use on the vehicle shall have a minimum UL rating of 5BC. The dial
pressure gauge shall be readily visible and indicate the unit has been properly charged. Each
fire extinguisher shall be labelled with team and college name and vehicle number.
12.2 QUANTITY
Each team shall have two or more fire extinguishers meeting the above requirements.
13 POWERTRAIN GUARDS
Powertrain guards consist of two parts:
A) Periphery guard - All powertrain components (CVTs, Gears, Sprockets, Belts and Chains)
that rotate must be shielded to prevent injury to the driver, track workers, or bystanders.
Guards must prevent debris from being thrown out, should rotating components fail.
Universal joints, CV joints, hubs, rotors, wheels and bare sections of shafts are exempt from
this requirement, and do not need to be shielded.
Powertrain guards and shields must extend around the complete periphery of the rotating
components (chains, gears, sprockets, belts, and CVT’s) and have a width wider than the
rotating part the guard is protecting.
Note: This means the entire periphery of the primary CVT pulley, not just the belt width.
All powertrain guards shall be constructed of the following required materials:
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• Steel, at least 1.5 mm thick, meeting or exceeding the strength of AISI 1010 steel.
And/Or
• Aluminum, at least 3.0 mm thick, meeting or exceeding the strength of 6061-T6 aluminum.
Holes and/or vents in the portion of the powertrain guard surrounding the rotating
components are acceptable provided that in the event of a powertrain failure, no parts can
escape. No direct path shall exist tangent to any rotating components. Powertrain guards
must be rigidly secured with sound engineering practices in order to resist vibration and
shock.
Hence, holes or air vents made for using a CVT cooling system should have a diversion made
of above mentioned materials such that there exists no direct exit trajectory tangent to the
rotating parts.
B) Side cover - Apart from the periphery guard, parts that rotate faster than the final drive
shall be guarded on all sides. Steel or aluminium mesh is acceptable provided they are rigid
and do not flex under reasonable pressure and the hole size prevents fingers from being
inserted.
Any unmodified OEM guards are exempt from the requirements of this rule. But care should
be taken that it complies with being completely protected including finger guards.
Hence, a combination of the periphery guard and the side cover completes the powertrain
guard.
14 STEERING SYSTEM
The steering system must be capable of turning the vehicle in both directions. All rotating
parts of the steering system must be shielded from the driver’s legs. A steering stop is
required to ensure that the steering system cannon over-center the wheels. Over-centering
happens when the angle of the steering arm becomes obtuse (greater than 180 deg.) with
the tie rod. This will prevent the wheel and steering system from returning to the straight
position, once it has over-centered.
15 ELECTRICAL SYSTEM
An electrical system comprising of at least two engine kill switches, a brake light, two brake
pressure switches, battery, and wiring is required. Proper engineering and electrical
practices must be followed when designing and constructing this system.
15.1 BATTERY MOUNTING

All batteries must be securely mounted with sound engineering practices, and not come
loose at any point during the event. The terminals of the battery must be protected against
an electrical short and be insulated from each other.
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15.2 SEALED BATTERIES
All batteries must be factory sealed and maintenance free. Batteries must not be able to be
opened. Any battery used for safety appliances (brake light, reverse light, reverse alarm)
must have sufficient electrical capacity to last the entire length of the endurance event.
15.3 WIRING AND CONNECTORS

All vehicle wiring and connectors shall be cleanly and neatly installed. Wiring should not pass
close to sources of excessive heat, abrasion, chafing, and possible short circuit. Wiring must
not get in the way of the driver, when leaving the vehicle. All wiring must be shielded at all
points, with electrical tape or heat shielding. No exposed wiring must be present on the
vehicle.
15.4 ENGINE KILL SWITCHES

Each vehicle must be equipped with two engine kill switches.
Required Switch
The vehicle shall be equipped with one or more of the following required switches:
• Polaris Part 4013381
• Ski-Doo Part 01-171 (http://www.mfgsupply.com/01-171.html)
• WPS 27-0152 (http://www.parkeryamaha.com/skidoostopswitch.aspx)
• WPS 27-0154(http://www.parkeryamaha.com/skidoostopswitch.aspx)
Note: Older versions of the approved switches are allowed.
15.4.1 Location
Cockpit Switch:
The first mandatory kill switch must be placed within easy reach of the driver (fully strapped
in) inside the cockpit. The kill switch should be properly secured inside the vehicle and must
not be removable or movable from its position.
Figure 15.1 Cockpit kill switch
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External Switch:
The second of the required kill switched need to be located on the outside such that track
marshals can have easy access to kill the engine in times of an emergency.
It needs to be placed on the right side of the vehicle, behind the plane of the RRH. The
external kill switch shall be generally perpendicular to the firewall (±15 deg), below frame
point 2R, and no further than 180 mm below frame point 2R, and shall be mounted on a tab
connected directly to the RRH. The external kill switch shall not be recessed more than 51
mm from the outside edge of the RRH tube.
Care needs to be taken while finalizing the position such that the kill switch or the mount is
not harmed in a roll over scenario.
Figure 15.2 External Kill Switch
15.4.2 Mounting
All engine kill switches must be mounted rigidly to the frame of the vehicle with clear
unobstructed access for track marshals. They must not contain any sharp edges or be
mounted in an unsafe manner using any kind of adhesives. Riveting the kill switches to the
mounting tab is allowed.
15.5 BRAKE LIGHT

All vehicles are mandated to have a functioning brake light to indicate that the brakes have
been applied. Only stock OEM brake lights are allowed with no modifications being
permitted on them. The wiring of the brake lights should be such that they fully light upon
application of the brake but are not operational when the brake pedal is released.
Caution: Hotwiring the brake light to ensure that it is in always ON condition during any
dynamic event or otherwise would result in black flag of the vehicle or a technical inspection
failure.
The brake light must also be within the frame of the chassis. No part of the brake light
should be outside the envelope of the frame.
The vehicle must be equipped with a red brake light that must be clearly visible and appear
bright in daylight. The brake light must be mounted at a minimum of 1 meter (39.4 in) above
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the ground. Light must be mounted such that it shines parallel to the ground, not up at an
angle. A person standing 10 meters from the brake light in a 90 degrees cone behind the car
should be able to tell if the brake light is on without any difficulty in bright daylight.
Figure 15.3 Brake light requirements
The brake light MUST be functional throughout all dynamic events & if a vehicle is spotted
on course with non-functional/ damaged brake light, the car will be black-flagged & not
allowed to continue on the dynamic course till the issue is fixed.
Figure 15.4 Sample Brake light and mounting
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15.5.1 Brake Light Switch
Only two hydraulic pressure switches installed in each independent brake hydraulic circuit
must be able to activate the brake lights. For cutting brakes, brake light activation is done
through a hydraulic pressure switch. Mechanical switches or push pull type switches are not
allowed.
15.6 COMMUNICATION SYSTEMS

Teams are permitted to communicate with members within the team, collect information
from the vehicle, and send information to the vehicle using any Radio Frequency
communication system, as long as they are compliant with national, state and local laws. The
communication of the officials and emergency responders must not be hampered at any
time.
16 FASTENER
Fasteners used for securing 1) Driver harness 2) Fuel System 3) Engine Kill Switch 4) Engine mounts
should meet the following criteria:
A) Graded – The fasteners should meet or exceed the strength grades of either of SAE Grade 5/
Metric Grade 8.8 / AN?MS Spec.
B) Captive - By using Nylon locknuts, cotter pins, safety wire. Thread sealants will not be considered
captive.
C) Thread projection – The threaded fasteners on which locknuts are used shall have at least two
threads projecting past the end of the nut.
D) Modification - Custom or unmarked fasteners are prohibited. Any modifictaions except for drilling
holes for safety wire or shortening threads is prohibited.
17 VEHICLE IDENTIFICATION AND MARKINGS
17.1 TRANSPONDERS
All vehicles that would be participating in the dynamic event would need to have a
transponder. The transponder must be properly mounted and functioning properly at all
times during the dynamics. The correct functioning (charge in the transponder) is solely the
responsibility of the teams. Teams with an improper transponder will be barred from the
dynamics.
17.1.1 Required Transponder

All vehicles must be equipped with at least one MYLAPS rechargeable transponder. The only
acceptable transponder type is the X2 MX.
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Figure 17.1 X2 Transponder
X2 MX transponders must have current (during the event) subscription for the event and
must be checked and activated prior to attending the dynamic events. All teams are
responsible for their own transponders. Visit http://www.mylaps.com for more information.
Teams will be updated throughout the year through the Enduro Student India website.
Visit http://www.mylaps.com for more information. Teams will be updated throughout the
year through the Enduro Student India website.
17.1.1.1 Mounting
Correct mounting as per specified guidelines for the transponders along with standard and
tactile fastening methods must be used.
17.1.1.2 Orientation
The transponder needs to be installed in a manner similar to the figure shown. It should be
oriented in an upright fashion.
17.1.1.3 Location
The transponder needs to be mounted fore of the seat, on the right side of the vehicle and ideally
above the horizontal plane created by the under seat member. The transponder must be no
more than 600 mm above the ground level.
The transponder must have an unobstructed path between the ground and the antenna on the
bottom of the transponder. The signal can be interrupted by metal and carbon fiber but can
function normally through fibreglass and plastic.
17.1.1.4 Fastening
Every transponder would need to be mounted to the vehicle with the help of the supplied
mounting bracket along with the transponder. The vehicle is advised to contain a small plate
welded to the frame at the correct location as specified above to attach the transponder
mounting bracket. The bracket can be attached with rivets, cable ties or bolts although
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attaching the bracket with 4 mm pan head or flat head bolts with lock nuts or lock wire is
advised.
17.2 VEHICLE NUMBERS

Vehicle numbers are used by officials and track marshals to identify the teams and hence they
must be designed and maintained to be are visible and legible at all times during the event.
Note: Vehicle numbers that are not easily visible and not have contrasting background will be
black flagged.
Figure 17.2 Sample number panel and side number
17.2.1 Required Numbers

There must be three primary numbers present in the car making it clearly visible from the
front, left and right side of the vehicle.
17.2.2 Location
17.2.2.1 Side Numbers

The side numbers must be located on both sides of the vehicle, positioned above the Side
impact member and behind the plane of the Rear Roll Hoop.
17.2.2.2 Front Number

The plane containing the front number should be inclined less than 45 degrees with the
vertical when it is above the side impact member and less than or equal to 15 degrees with
the vertical when placed below the side impact member.
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17.2.2.3 Number Size
The digits of the number must be greater than 200mm high, have a minimum line width of
25mm and have an overall character width more than 100mm. The number should be raised
from its backing panel by at least 13mm and be in contrast with the background to ensure
easy visibility. No sharp edges should be present anywhere.
17.2.2.4 Sponsor Identification

Teams are free to display any form of advertising or graphics, as long as it is in good taste
and not in conflict with the event or the organizers. The Organizers reserve the right to ban a
certain graphic if found in contempt.
18 TECHNICAL INSPECTION
18.1 OVERVIEW
All vehicles are required to pass a technical inspection before they are permitted to operate
under power independently. The inspection will determine if the vehicle satisfies the
requirements and restrictions of the Enduro Student India rules. Any vehicle may be re-
inspected at any time during the competition and correction of any non-compliance will be
required.
Teams should turn up for inspection at least once on the first day of the event. No fresh
inspection will be entertained from the second day onwards.
18.2 TECHNICAL SCRUTINY

Each vehicle will be inspected to determine if it complies with the requirements and
restrictions of the Enduro Student India rules. Each team must bring the following items to
inspection:
1. Frame Material Documentation: Receipts documenting the materials purchased and used to
build the frame.
2. Technical Inspection Sheet: A properly completed Technical Inspection Sheet, see Enduro
Student India website close to the event dates.
3. Drivers Present: All drivers must be present at technical inspection.
4. Spare parts: All spare parts intended to be used throughout the event shall be brought.
18.3 ENGINE INSPECTION

Engine inspection would be carried out by Briggs & Stratton Technicians who will set the
governors of all vehicles. Vehicles must be presented for governor setting with the engine
output shaft bare and free of any objects, the drivetrain disconnected from the engine, the
throttle cable disconnected from the engine, and functioning engine kill switches. They would
then check the engine for compliance with competition rules and set the governor speed.
18.4 DYNAMIC BRAKE CHECK

The brake test consists of two parts, the crawl test and the brakes test. In the crawl test, the
engine will be cranked and the driver will be asked to take his foot off both pedals. The car
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must not move in this condition. This implies the car must not move when no throttle input is
given and the brakes are not pressed.
Once a car has passed the crawl test, both kill switches will be tested to ensure that they are
in proper working condition. Once this is satisfied, the driver will be asked to accelerate the
vehicle for a specified distance, and then apply the foot brake. All four wheels must lock
simultaneously and immediately once the driver brakes. If all these tests are satisfactory, the
brake check sticker will be given to the team.
18.5 INSPECTION STICKERS

When a team comes to technical inspection for the first time, they would be issued a base
sticker. As the team progresses through the three stages of inspection (technical scrutiny,
engine check & brake test), the respective sticker would be placed on the base sticker. A
vehicle without all the stickers will not be allowed to operate under power independently.
If the vehicle is damaged during any of the dynamic events or if the vehicle is found to be non-
compliant with the rules due to post scrutineering modifications, then any or all stickers may
be removed until the required issues are fixed.
18.6 SPARES DECLARATION

All spares need to be declared that are intended to be used in the competition. Failure to
declare such spares and if found in the car at any point in time would result in a penalty. An
inspector will put a sticker on all such declared parts intended to be used in the competition.
All critical components in the car at the time of TI would be sealed with non-tearable stickers.
If at any point it is found that the stickers have been tampered with, the team would be asked
to head back to TI and their Mechanical Scrutiny sticker might be removed.
18.7 AS APPROVED CONDITION

18.7.1 Modifications
Once a vehicle has passed technical inspection, it may not be modified. All accessory
components such as roofs, bumpers, etc. approved during inspection must remain on the
vehicle at all times.
18.7.2 Repairs
Any repairs of a part that is not identical as the broken part must be approved prior to the
repair.
18.7.3 Tuning
Minor adjustments permitted by the rules and normal vehicle maintenance and tuning are
not considered. Tuning is restricted to adjustments in components such as tie rod ends, ball
joints, etc. If a component is changed or replaced, then it does not classify as tuning. Hence,
changing CVT weights, springs, etc. is not permitted.
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19 ROLL CAGE
19.1 LATERAL SPACE

The tallest driver when sitting in the car & secured with safety straps must have a 152 mm
clearance from all points of the roll cage. Further, the driver’s body parts (shoulders, torso,
arms, elbow, feet etc.) must have a minimum of 76.2 mm clearance from all points on the roll
cage.
The driver would need to wear all safety gear while this clearance is measured.
The purpose of the roll cage is to maintain a minimum space surrounding the driver. Lately
teams have been making exceptionally small rollcages compromising the driver's safety and
the driver clearance rules in an attempt to reduce weight. No rollcage will be passed without
adequate driver clearances as per the rules. Final discretion lies with the Technical Inspector.
19.2 VERTICAL SPACE

The driver’s helmet shall have a minimum of 152 mm clearance from any of the top members
of the roll cage. These members are: the RHO members, the RRH upper, LC; and the LC
between points 3.
Further, no part of the driver’s body, clothing etc should protrude beyond the envelope of the
chassis under any condition.
20 ROLL CAGE STRUCTURE

Roll cage must be of tubular steel spaceframe. Use of composite material as primary load
bearing members is not permitted. The roll cage is divided in 2 parts – Primary members &
Secondary members. The two types of members are shown below in the representative image
in the following paragraphs.
20.1 PRIMARY MEMBERS OF THE ROLL CAGE

Primary members must be steel tubes conforming to the following rule. The primary members
are as follows:
● RRH: Rear Roll Hoop

● RHO: Roll Hoop Overhead Members
● FBM: Front Bracing Members
● 1LC: Aft Lateral Cross Member
● 2LC: Overhead Lateral Cross Member
● 6LC: Front Lateral Cross Member in
● 3LC: Upper Lateral Cross Member
● 4LC: SIM Lateral Cross Member
● LFS: Lower Frame Side Members
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Figure 20. 1
20.2 SECONDARY MEMBER REQUIREMENTS

Secondary members must be steel tubes having
a minimum wall thickness of 0.89 mm (.035 in)
and a minimum outside diameter of 25.4 mm
(1.0 in):
Secondary members are as follows:
● LDB: Lateral Diagonal Bracing

● SIM: Side Impact Members
● FAB: Fore/Aft Bracing Members
● USM: Under Seat Member
● RLC: Rear Lateral Cross Member
● Tubes used for mounting of safety
harness and/or fuel tank
Figure 20.2
The material used for the Primary Roll Cage Members and bracing must meet one of the following
requirements:
Any circular steel tubing with an outside diameter of 25.4 mm (1.0 inch) and a wall thickness of 3
mm with a carbon content of at least 0.18%.
OR
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Any steel shape with bending stiffness and bending strength exceeding that of circular steel tubing
with an outside diameter of 25.4 mm (1.0 in.) and a wall thickness of 3 mm (0.120 in.). The wall
thickness must be at least 1.57 mm (0.062 in.) and the carbon content must be at least 0.18%,
regardless of material or section size. The bending stiffness and bending strength must be calculated
about a neutral axis that gives the minimum values.
Benchmark values to be used for calculation:
Modulus of Elasticity = 205 GPa
Yield strength for reference tube = 365 MPa
20.3 ROLL CAGE MEMBER REQUIREMENTS

The named points on the chassis are defined by the intersection of described chassis members and
are depicted below through the images:
Figure STYLEREF 1 \s 20. SEQ Figure \* ARABIC \s 1 3
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Figure 20.4
Roll cage members must be made of steel tube, and may be straight or bent.
20.3.1 Straight Member Bending Rules

For a member to be considered straight, the following can occur:
● The member is straight and has no bends.

● The member has a bend occurring at named points with a bend radii smaller than 152 mm
(irrespective of the angle of the bend). A bend that occurs at named points means that the
named point lies between the tangents of the bend.
Figure 20.5
In the image shown above, if the member between point 2 & 4 with a bend at point 3 has a
bend radii of less than 152 mm it will be considered as a straight member.
20.3.2 Straight Member Length Rules

For a straight member to be legal, the following conditions need to be satisfied:
● The length of the member between named points should be less than and/or equal to 1016
mm.
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Figure 20.6
In the figure shown above, point X is not considered as a named point. Hence, for the chassis
to be legal the length “a” needs to be less than and/or equal to 1016 mm.
If a member does not fulfil the above criteria, it is considered bent.
20.3.3 Straight member at Named Points

For a bent member to be legal, the following conditions need to be satisfied:
● The length of the member between named points should be less than 838 mm.
● If the bend does not occur at a named point, then the angle of the bend has to be less
than 30 degrees.
● If the bend occurs at a named point, there is no restriction on angle of the bend, with
the exception being FBM without FAB.
20.4 LATERAL CROSS MEMBER REQUIREMENTS

Lateral cross members cannot be less than 203.5 mm long and must be a straight member.
LCs are denoted by the points they connect (e.g. 1LC, 6LC, etc.). The cross members which
connect the left and right points 1, 2, 3, 4, 6 and 5, 7 (for ‘Non-Nose’ cars 4LC is not required)
must be a primary member.
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Figure 20.7 Non-nose car
Figure 20.8 Nose Car
20.5 REAR ROLL HOOP (RRH)

The RRH defines the rear most part of the driver compartment area. The RRH can be inclined
by upto 20 degrees from the vertical. At a height of 686 mm measured vertically from the
inside seat bottom, the minimum width of the RRH should be 736 mm. The members between
the points 1L and 2L of the RRH (and also between 1R and 2R) may be straight or bent,
however, they must be continuous tubes and not joined by welding of multiple segments.
These members must also be joined by 1LC & 2LC members at the bottom & top respectively.
1LC & 2LC members must be continuous tubes & should be in the same plane as RRH, LDB &
shoulder belt mounting tube.
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Figure 20.9
20.5.1 REAR ROLL HOOP LATERAL DIAGONAL BRACING (LDB)

The RRH must be diagonally braced with the bracing member extending from either 1L or 1R
to 2L or 2R. If multiple members are used, then they should maintain a continuity meaning the
start of the second member should be at the point of finish of first member. The LDB
members should begin within 127 mm from the points 1 & 2. The angle between the LDB
members and the RRH vertical members must be greater than or equal to 20°.
20.6 ROLL HOOP OVERHEAD MEMBERS (RHO)

A point Z must be determined on the seat bottom plane using a circle of 100 mm radius which
(the circle) must touch the seat bottom and the seat back simultaneously. The point Z is the
intersection point of the circle and the seat bottom plane. A vertical plane passing through
this point Z should be at least 305 mm behind the member joining points 3L & 3R, when
viewed from the vehicle's side view.
The points 3L & 3R must be at least 1040 mm high when measured from the point Z.
The rule compliance would be measured by using the tallest driver as seated in the car and
then the various clearances as stated above would be checked.
The RHO members, 2LC and 3LC should all be co planar and no bends on the RHO are allowed
at its point of intersection with the 2LC.
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20.7 LOWER FRAME SIDE MEMBERS (LFS)
The points 1 & 6 on the chassis (on either side) must be joined by a chassis member. No part /
component of the vehicle can protrude beyond the plane formed by joining points 6L, 6R, 7L
& 7R.
Figure 20.10
Figure 20.11
20.8 SIDE IMPACT MEMBERS (SIM)

The side impact members are the members connecting point 11 to point 4. At all points
through the rollcage the must be between 200 mm and 360 mm above the seat bottom.
In a nose car, the members must be extended till point 7.
In both cases, either side must be connected by a cross member at the front end.
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If a drivers toes are above the cross members at Point 4 / Point 7, an additional cross member
must be provided on the FBM that lies above the toes to provide protection to the driver.
Figure 20.12
Figure 20.13
20.9 UNDER SEAT MEMBER (USM)

The Under Seat Member must be positioned in a way to prevent the driver from falling
through the chassis bottom in case of a catastrophic seat/ seat mounting failure. It could be
one of the following type:
(1) The two LFS members must be joined by the Under Seat Members. The USM must and
pass directly below the driver at point Z.
OR
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(2) The 1LC and 6LC members must be joined longitudinally by the Under Seat Member. The
USM must and pass directly below the driver at point Z.
Figure 20.14
Figure 20.15
20.10 FRONT BRACING MEMBERS (FBM)

Front Bracing Members must join the RHO, the SIM and the LFS (Fig. 16) at Points 3, 4 and 6
through a continuous tube on either side. The angle between the FBM member connecting
Point 3 & 4 with the vertical must be less than or equal to 45 degrees. When additional FAB is
used in conjunction with FBM, there is no angle requirement between FBM and vertical.
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Figure 20.16
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Figure 20.17
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Figure 20.18
Figure 20.19
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If the RHO and FBM on one side of the vehicle is not made up of a continuous tube, then a
gusset made of either a tube or a plate is required at point 3 to support the joint between the
RHO and the FBM. The total weld length of the gusset must be 2 times the tubing
circumference (of the primary material). If a tube is used to brace the FBM and RHO, it must
be a primary tube. Likewise, if a gusset is used to connect RHO and RRH for satisfying the
lateral clearance from side plane, then the gusseting members should be a primary member.
20.11 FORE/AFT BRACING (FAB)

The RRH is the chassis member which is prone to severe impact in case of a rollover during
dynamic event. To ensure driver safety the rollcage must be secured to prevent failure at
point 2 & point 3.
A horizontal or longitudinal displacement of point 2 and/or point 3 will result in severe

deformation of the protective rollcage envelope & this requires strengthening through
additional bracing members. It could be through either a Front bracing OR a Rear bracing
explained as follows:
First, the FAB members must not exceed 1016 mm in unsupported length and the
triangulation angles (projected to the side view) must be at least 20° between members.
Front Bracing – Strengthen point 3 from longitudinal and/or vertical shift in case of severe
loading, by transferring load to the chassis through FBM & RHO.
The frontal bracing must connect the FBM member of each side to the SIM member of the
same side. Further, the FAB must extend downwards till LFS intersecting the SIM members at
point 8. The FBM & FAB intersection must lie within 127 mm of point 3 (when measured from
centerline to centerline).
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Figure 20.20
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Figure 20.21
Rear Bracing – In case of a deformation at point 3, the point 2 needs to be secured by

transferring load to the rear part of the chassis
The rear bracing consists of two parts:
Part A (The Triangle): The rear FAB members must create a structural triangle in the side
view on each side of the vehicle. This triangle could be made by connecting the points 2,10
& 11 or 2, 10 & 1 as explained in the following. Thus, the vertical members of the RRH
always comprise one side of the triangle while connecting points 2 & 11 or 2 & 1. The second
side is made by connecting points 2 & 10. The third side could be made by connecting either
point 10 & 11 or 10 & 1. The tubes forming this structural triangle must be continuous
members but bends of less than 30 deg are allowable. Whatever the case, point 2 should
always be part of the triangle.
Part B (Structural connection): In making the above triangle, either point 11 or 1 would not
be used. This missed point must be structurally connected to the rear point 10 of the
triangle. This connection can be made up of multiple joined members and may have a bend
greater than 30 deg between members.
A vehicle needs to have both the above parts to complete the rear bracing.
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The members of this system must begin within 127 mm of point 2 and within 51 mm of point
1 or 11 when measured from centreline to centreline. Further the point 10 must be joined
by a lateral connection(LC).
Figure 20.22
20.12 BUTT JOINTS

When multiple members are joined by welding to form a member, they have to be reinforced
by a tightly fitting internal sleeve. The sleeves should run at least twice the diameter of the
tube being reinforced into each side. To make the sleeve visible, the main tubes need to have
two holes of at least 16mm in diameter opposite to each other on each of the joining
members. These holes' edges need to be welded with the internal sleeve.
20.13 DRILLED FRAME MEMBERS

Drilled frame members need to be reinforced with a weld in sleeve. The sleeve should tightly
fit the hole, extend on both sides and need to be welded completely at this extended junction
with the drilled tube member. Drilling into frame members should be avoided as far as
possible.
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Enduro Student India Rulebook

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1 CONTENTS

3.1 ENGINE REGULATIONS:

Tank part number is 799863

Roll over cap- B4325GS

3.2 ENGINE PART REPLACEMENTS AND MODIFICATIONS:

4.1 SHOULDER BELTS

Figure 4.2 Lap belt tab

4.3 ANTI-SUBMARINE BELTS

4.4 ARM RESTRAINTS

4.5 HARNESS GUIDELINES

4.6 HEAD RESTRAINT

Head restraints mounted on firewalls are explicitly prohibited.

4.7.2 Suspension Seats

4.7.3 Seat Mounting Points

ISI rated helmets are not permitted.

Figure 5.1 Sample picture of permitted helmet

5.2 EYE PROTECTION

5.3 LENS PROTECTION

5.4 NECK SUPPORT

Sample of accepted gloves are given below:

5.7 UPPER GARMENTS

Figure.5.3 Sample of permitted motorcycle jacket

5.8 LOWER GARMENTS

6.2 PROHIBITED ADDITIVES

6.4 FUEL CAP

6.5 FUEL TANK

If a fuel filter is used, it must be a Briggs and Stratton stock filter.

6.8 SPLASH SHIELDS

No spill pan is required to be mounted for the competition.

7.1 INDEPENDENT CIRCUITS

7.3 CUTTING BRAKES

7.4 BRAKE LINES

9.1 DRIVER EXIT TIME

11.2 LEG AND FOOT SHIELDING

12.1 RATING AND REQUIRED FEATURES

All powertrain guards shall be constructed of the following required materials:

15.1 BATTERY MOUNTING

15.3 WIRING AND CONNECTORS

15.4 ENGINE KILL SWITCHES

• Polaris Part 4013381

• Ski-Doo Part 01-171 (http://www.mfgsupply.com/01-171.html)

• WPS 27-0152 (http://www.parkeryamaha.com/skidoostopswitch.aspx)

Note: Older versions of the approved switches are allowed.

Figure 15.1 Cockpit kill switch

Figure 15.2 External Kill Switch

15.5 BRAKE LIGHT

Figure 15.3 Brake light requirements

Figure 15.4 Sample Brake light and mounting

15.6 COMMUNICATION SYSTEMS

17 VEHICLE IDENTIFICATION AND MARKINGS

17.1.1 Required Transponder

17.2 VEHICLE NUMBERS

Figure 17.2 Sample number panel and side number

17.2.1 Required Numbers

17.2.2.1 Side Numbers

17.2.2.2 Front Number

17.2.2.4 Sponsor Identification

18.2 TECHNICAL SCRUTINY

18.3 ENGINE INSPECTION

18.4 DYNAMIC BRAKE CHECK

18.5 INSPECTION STICKERS

18.6 SPARES DECLARATION

18.7 AS APPROVED CONDITION

19.1 LATERAL SPACE