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Formula 500 in 2012

Formula 600 (F600)[1] is a Sports Car Club of America (SCCA) and Midwestern Council of Sports Car Clubs (MCSCC) open wheel road racing class.

Formula 600 was originally introduced in the early 1980s as Formula 440 (F440) and continued as Formula 500 (F500) through the 2022 season before being renamed to Formula 600 (F600), and is a closely regulated class. Several chassis manufacturers produce different designs to a tight dimensional ruleset. Engines are specified by the ruleset, and builders are not allowed to modify engine internals. Instead of traditional dampers and springs, F500 cars utilize a very simple elastomeric spring medium contained in a cylindrical canister. The rules state the elastomer must be 2" in diameter by 1" in thickness, but the design and implementation of the elastomeric springs (commonly called "pucks" by the competitors) is wide open. Additionally, each chassis manufacturer produces bodywork of their own design, which adheres to dimensional constraints. These regulations allow for very competitive racing at a relatively low cost, which rewards driver and car set-up skills. In 2023, the class was renamed to Formula 600.

F600 engines

[edit]
Eric Christensen in a KBS Mk-8 at Phoenix International Raceway, January 1999

Formula 600 cars are powered by a two-cylinder, water-cooled two-stroke engine or a four-stroke 600cc motorcycle engine. Modern cars use either the Rotax 593, or Rotax 593HO originally produced for Ski-Doo snowmobiles. Motorcycle-engined cars use the Honda CBR600RR, the Suzuki GSXR600, or the Yamaha R6 engine. Older cars, mostly used for vintage and regional road racing or Solo events these days use the Rotax 494, Rotax 493 or Kawasaki 440/A engine. The AMW 500L-85/250-2 R2c engine, while legal for use in Formula 500 racing, is rarely used these days.

The SCCA also now allows the use of 600cc motorcycle engines with a sequential transmission as an alternative to the two-stroke engines. The usage of this engine requires a 28mm intake restrictor and a higher minimum weight of 900 pounds for the car in order to keep performance the same as the two-stroke powered cars. Cars using these engines are often unofficially referred to as Formula 600 cars, although they still race in the same Formula 500 class.[2]

The Kawasaki 440/A engine, produced by Kawasaki, is a 436 cc piston port engine utilizing 38 mm Mikuni VM series carburetors and a tuned dual exhaust. While this engine is no longer competitive in road racing, it is still widely used in Solo II and Autocross events. Like all F500 engines, except for the AMW, the Kawasaki was originally produced as a snowmobile engine. It has been out of production since the early 1980s. Parts for these engines are becoming more difficult to find.

The AMW 500L-85 engine, built by Two Stroke International was introduced to F500 in 1994. It is a 497 cc reed valve engine using twin 38 mm Mikuni SuperBN carburetors. To keep the performance of these larger, more powerful engines in line with prior engines, SCCA mandates the use of a spec Y exhaust manifold and single tuned pipe on the AMW engine. Unlike the other engines used in F600, the AMW engine is a derivative of a light aircraft engine. This engine is no longer in production, and is not supported by the manufacturer.

Introduced for the 1997 season was the Rotax 494 engine. Rotax builds racing and industrial engines for a wide variety of applications, including aircraft, motorcycles, go-karts, snowmobiles and watercraft, The Rotax 494 engine is a 499cc rotary-valve engine. Like the AMW, the Rotax utilizes a 2 into 1 "Y" exhaust manifold and a single tuned expansion chamber exhaust. The Rotax engine utilizes the same 38 mm Mikuni VM carburetors as the Kawasaki. The Rotax engine has become, by far, the most popular engine in F500 road racing. The Rotax 494 went out of production for Ski-Doo following the 2000 model year. Ski-Doo/Rotax ended support for it shortly thereafter. Some parts however, are still available through dealers and online outlets.

In 2004 SCCA added the Rotax 493[3] to the list of approved engines. The 493 has the same bore and stroke as the 494. However, unlike the 494, is a reed valve engine. It also runs Mikuni VM series carbs and the "Y" exhaust manifold like its cousin the 494. Cars running the 493 engine are required to run at a higher minimum weight to maintain parity with the older 494 and AMW engines. Like the 494, the 493 also went out of production for Ski-Doo following the 2003 model year. Support for it ended in 2007. As with the 494, some parts are still available through dealers and online outlets.

In 2011 SCCA added the Rotax 593 to the list of approved engines. The 593, (more commonly known as the Ski-Doo 500ss) is a 600cc version of the reed valve 493 engine. It also runs Mikuni VM series carbs and the "Y" exhaust manifold like the other Rotax engines, but are required to run a specified intake restrictor to keep power output on par with the 500cc 493 engine. Cars running the 593 engine are also required to run at a higher minimum weight to maintain parity with the older 494 and AMW engines. The 593 remains in production for Ski-Doo to date, rebadged from "500ss" to "600" in 2010.

In 2021 SCCA allowed the use of the rotax 593HO or high output.

Engine specifications are tightly regulated by the SCCA. No engine modifications are permitted in formula 600. Engines must be run in stock form "as delivered" from the factory. No aftermarket parts, port modifications, or other variations from stock configuration are allowed. This helps keep costs down and means close competition on the track.

F600 transmission

[edit]
2009 National Runoffs winner

Two-stroke F600 cars use an advanced Continuously Variable Transmission (CVT), similar to that used in snowmobiles.

These simple belt driven automatic transmissions are tuned to optimize the power curve of a two-stroke engine, constantly keeping the engine at its peak power. One of the key benefits of the CVT is that it is a stepless transmission. This allows all of the engine's power to be transmitted to the drive wheels at all times.

Motorcycle-engined cars use the same sequential transmission used in the motorcycle that the engine came from. This is typically operated by paddle shifters attached to the steering column.

SCCA National Championship Runoffs History

[edit]

The SCCA National Championship Runoffs has crowned Formula 500 National Champions since 1997. The original Formula 440 class competed at the SCCA Runoffs from 1984 - 1996.

Class Year Track Champion 2nd Place 3rd Place Pole Position
F440 1984 Road Atlanta Michael Leathers Danny King Ray Little Danny King
F440 1985 Road Atlanta David W. Elliott Danny King Nick D'Amico David W. Elliott
F440 1986 Road Atlanta Michael Leathers David W. Elliott Brad Hulings David W. Elliott
F440 1987 Road Atlanta Michael Leathers David W. Elliott Brad Loehner David W. Elliott
F440 1988 Road Atlanta Dave Drissel Brad Loehner Paul Elliott Brad Loehner
F440 1989 Road Atlanta David W. Elliott Dave Drissel Michael Leathers David W. Elliott
F440 1990 Road Atlanta Paul Elliott David W. Elliott Brad Hulings Wesley Wilfong
F440 1991 Road Atlanta Paul Elliott David W. Elliott Chris Shultz Paul Elliott
F440 1992 Road Atlanta Chris Shultz Mike Brent Paul Elliott David W. Elliott
F440 1993 Road Atlanta Greg Grennan Paul Elliott Rusty Cook David W. Elliott
F440 1994 Mid-Ohio David W. Elliott James Martin Elder Rusty Cook Aaron Ellis
F440 1995 Mid-Ohio Ramon Partida Tim Tibbals Ron Vince Andy Lally
F440 1996 Mid-Ohio Jack Bennett Wesley Wilfong Howell C. Jones III Jim Hale
F500 1997 Mid-Ohio Mike Brent Wesley Wilfong David Lapham Mike Brent
F500 1998 Mid-Ohio Ron Vince David Lapham Wesley Wilfong Jeff Auberger
F500 1999 Mid-Ohio Jeff Auberger Mike Brent David Mitsch Aaron Ellis
F500 2000 Mid-Ohio Aaron Ellis Jim Schultz Rusty Cook Fred Edwards, Jr.
F500 2001 Mid-Ohio Elivan Goulart Jeff Jorgenson Calvin Stewart Thomas Edwards
F500 2002 Mid-Ohio Elivan Goulart Doug Marsh Kenny Price Elivan Goulart
F500 2003 Mid-Ohio Jonathan Dick Brian Novak Rusty Cook Doug Marsh
F500 2004 Mid-Ohio Jonathan Dick Aaron Ellis Jason Morales Doug Marsh
F500 2005 Mid-Ohio Doug Marsh Wiley McMahan Mike Brent Mike Brent
F500 2006 Heartland Park Bryan Golay David Cox Steven Jondal Jason Knuteson
F500 2007 Heartland Park Brian Novak Jason Knuteson James F. Libecco Jason Knuteson
F500 2008 Heartland Park Jason Knuteson Aaron Ellis David Lapham Jason Knuteson
F500 2009 Road America Jason Knuteson Patrick Gallagher Aaron Ellis Patrick Gallagher
F500 2010 Road America Patrick Gallagher Michael Mueller David Lapham Jason Knuteson
F500 2011 Road America Michael Mueller Jeremy Morales C.J. McAbee Michael Mueller
F500 2012 Road America Michael Mueller C.J. McAbee Mike Vacek Jason Knuteson
F500 2013 Road America James Weida Aaron Ellis Steve Jondal James Weida
F500 2014 Laguna Seca Brian Novak Wiley McMahan Jeff Jorgenson Brian Novak
F500 2015 Daytona Calvin Stewart Matthew Strand James Weida Wiley McMahan
F500 2016 Mid-Ohio Steven Thompson Brian Brothers Tom Diehm Calvin Stewart
F500 2017 Indianapolis Wiley McMahan Sven de Vries Steven Thompson Wiley McMahan
F500 2018 Sonoma Lance Spiering F Russell Strate Jr John W Walbran Jeff Jorgenson
F500 2019 VIR Wiley McMahan Calvin Stewart Eric McRee Wiley McMahan
F500 2020 Road America Wiley McMahan James Weida Calvin Stewart Calvin Stewart
F500 2021 Indianapolis Sven de Vries Ryan Mayfield Calvin Stewart Ryan Mayfield
F500 2022 VIR Sven de Vries James Weida Eric McRee James Weida
F600 2023 VIR Calvin Stewart Jason Martin Keith Joslyn Calvin Stewart
F600 2024 Road America James Weida Calvin Stewart Aaron Ellis Calvin Stewart

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Formula 600

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from Grokipedia
Formula 600 (F600) is an entry-level open-wheel class sanctioned by the Sports Car Club of America (SCCA), featuring single-seat formula cars powered by either 600 cc four-stroke engines or small-displacement two-stroke engines mounted in purpose-built steel tube-frame . These vehicles emphasize affordability and accessibility, with operating costs significantly lower than higher formula classes, allowing competitors to achieve top speeds exceeding 150 mph and lap times competitive with more expensive categories. The class traces its roots to the early 1980s, initially competing as Formula 440 (F440) before evolving into Formula 500 (F500) and being officially renamed Formula 600 in 2023 to reflect updated engine options and class specifications. Over its four-decade history, F600 has been designed to promote by minimizing financial barriers, using stock or near-stock engines without internal modifications and simple, adjustable suspension systems for predictable handling. Governed by SCCA's General Competition Rules (Section 9.1.1.D), the class prohibits exotic materials, complex , and advanced components, instead relying on off-the-shelf parts like disc brakes and basic bodywork to keep builds creative yet cost-effective. Formula 600 cars typically weigh around 1,000 pounds, incorporating features such as sequential gearboxes for engines or continuously variable transmissions (CVT) for powerplants, enabling sharp acceleration and high cornering speeds on road courses. The class supports two primary engine configurations: 600 cc inline-four units producing approximately 100-120 horsepower, or 500-600 cc two-stroke engines offering similar output with different characteristics. Safety standards align with SCCA requirements, including full roll cages and , making it suitable for novice and experienced racers alike. In competition, Formula 600 participates in SCCA's Hoosier Super Tour, U.S. Majors Tour, and National Championship Runoffs, often sharing run groups with compatible classes like and due to similar performance envelopes. Races occur at prominent U.S. venues such as , Watkins Glen, and , where the class's lightweight design delivers close, wheel-to-wheel action. Recent developments include a dedicated 2025 Formula 600 Challenge series with nine events across five weekends, aimed at growing participation and celebrating the class's legacy.

Overview

Class Characteristics

Formula 600 is an open-wheel, single-seater class sanctioned by the Sports Car Club of America (SCCA) and the Midwestern Council of Sports Car Clubs (MCSCC). These vehicles are purpose-built race cars designed for competition on road courses, emphasizing driver skill through tightly regulated technical specifications that balance performance and safety. The class mandates engines from production four-stroke motorcycles up to cc displacement or equivalent small-displacement two-stroke engines, ensuring comparable power delivery across entrants. These configurations provide approximately 100-120 horsepower, with four-stroke engines offering smoother power delivery and two-stroke snowmobile engines providing different characteristics. construction is strictly regulated, typically featuring spaceframe designs made from tubing with composite bodywork to optimize while maintaining structural integrity. Racing occurs in sprint formats on road courses, with events generally lasting 20-30 minutes or consisting of a fixed number of laps to promote intense, skill-focused competition. For cars equipped with four-stroke engines, the minimum is 900 lbs, supporting power outputs in the range of 100-120 hp to keep the class accessible and competitive.

Cost and Accessibility

Formula 600 emphasizes affordability as a core principle, positioning it as one of the least expensive classes in SCCA due to its use of production components and strict regulations that limit expensive modifications. Complete car builds typically range from $15,000 to $25,000, incorporating kits and other parts compliant with SCCA specifications, while engines are sourced affordably from used production motorcycles up to 600 cc displacement. This economic model attracts newcomers by minimizing upfront investment compared to more complex formula series. Low maintenance costs are a key feature, enabled by sealed engine regulations that prohibit modifications and require stock configuration, thereby reducing the need for specialized tuning or frequent overhauls. Engines and ancillary components can be sealed at inspection points, such as timing and cam covers, ensuring compliance without ongoing performance enhancements that drive up expenses. The class rewards driver skill and chassis setup over hardware upgrades, fostering parity among competitors. The appeal to amateur drivers is enhanced by the availability of under $10,000, often race-ready with proven components like GSXR-600 powerplants, allowing entrants to compete at a national level without prohibitive budgets. For beginners transitioning from karting or other entry-level formula classes, Formula 600 serves as an accessible stepping stone, supported by a welcoming and regional events that keep and costs low. In comparison to higher formulas like or Vee, Formula 600 achieves similar lap times with 20-30% lower costs, thanks to simpler designs and readily available motorcycle-derived engines that avoid the pricier bespoke parts of those series.

History

Origins in Formula 440

The Sports Car Club of America (SCCA) introduced the Formula 440 class in the early as a low-cost entry into open-wheel , utilizing production 440cc two-stroke engines sourced from snowmobile manufacturers such as Kawasaki to emphasize affordability and accessibility. These engines, often liquid-cooled twins with recoil starts, were selected for their reliability and low maintenance costs, allowing competitors to focus on driving skill rather than expensive mechanical overhauls. The class quickly positioned itself as a stepping stone for aspiring racers, with initial builds like the Red Devil appearing as early as 1979 in form, though official SCCA competition began shortly thereafter. The primary purpose of Formula 440 was to provide an economical alternative to established classes like , drawing inspiration from karting's simplicity and motorcycle-derived powertrains to minimize barriers to entry. By limiting engine modifications and promoting off-the-shelf components, the SCCA aimed to keep total build costs under $10,000 for competitive cars, fostering broad participation among club-level drivers without the financial demands of larger-displacement formulas. This approach echoed the ethos of grassroots motorsport, prioritizing fun, safety, and skill development over high-speed spectacle. Initial regulations for Formula 440 stressed production-based engines with carbureted fuel systems and no , paired with basic spaceframe designs that adhered to SCCA standards for single-seat, open-wheel vehicles. Electronic aids such as traction control or advanced data logging were prohibited to maintain parity and simplicity, while rules mandated minimal aerodynamics—typically limited to basic bodywork—and rigid suspension setups without adjustable dampers. Early adoption was primarily regional across the , with cars competing in local SCCA events before gaining national prominence at the Runoffs, where the class was officially recognized and Mike Leathers claimed the inaugural championship. These specifications reflected influences from compact European formula series but were tailored for American road courses, emphasizing durability on varied circuits like .

Formula 500 Era

The Formula 500 class was established in the late as an evolution of the preceding Formula 440 specification, with the name change reflecting updated limits of up to 500 cc for two-stroke engines or an equivalent capacity for four-stroke configurations. This adjustment aimed to standardize performance while maintaining affordability, allowing competitors to use unmodified snowmobile-derived two-stroke engines or comparable four-strokes. Regulatory refinements during this era included the mandatory use of continuously variable transmissions (CVT) for two-stroke setups to optimize power delivery and the establishment of minimum weight requirements—typically around 800 pounds including driver—to ensure balanced competition across engine types. These rules emphasized simplicity and cost control, positioning Formula 500 as one of the most accessible open-wheel classes in SCCA club racing. designs remained basic, often featuring tubular steel frames with limited , while features like roll hoops and cells were standardized. The class gained significant traction with its inclusion in the SCCA Runoffs beginning in , marking the first national title event for Formula 500 at . Participation grew steadily, with Runoffs fields expanding from initial grids of approximately 20 cars to 30 or more by the mid-2000s, reflecting broader appeal among grassroots racers. Popular powerplants like the 494 dominated early on, but production discontinuation in the early 2000s prompted a gradual shift toward alternative two-strokes such as the AMW 500 and four-stroke options like 600 cc motorcycle units for sustained competitiveness. Throughout the 2000s and 2010s, maintained consistent engagement in regional and national events, benefiting from its low entry costs—often under $10,000 for a complete —and reliable performance, with lap times competitive in the entry-level spectrum. The class's emphasis on equalized specs fostered close racing, contributing to its role as a developmental stepping stone within SCCA's ecosystem.

Renaming and Modern Developments

In 2023, the Sports Car Club of America (SCCA) rebranded its Formula 500 class as Formula 600 to more accurately represent the engine options available, particularly the inclusion of 600cc four-stroke motorcycle engines such as the , which had gained popularity alongside traditional two-stroke units. This renaming occurred without major technical alterations to the class specifications, aiming to modernize the category's identity and attract builders familiar with readily available motorcycle powerplants. Regulatory updates in the post-renaming era focused on maintaining compatibility between types for improved power parity, with the displacement cap set at 600cc for four-strokes and continued allowance for legacy two-stroke engines up to 500cc, ensuring no restrictions on existing 440cc or 500cc two-stroke installations. These adjustments supported a balanced competitive field, where four-stroke setups deliver comparable performance to two-strokes through stock configurations and sequential transmissions. The SCCA's General Competition Rules (GCR) emphasize unmodified engines to preserve affordability and . The class experienced notable growth following the introduction of the Formula 600 Challenge series in 2025, a regional platform designed to foster entry-level and showcase talent in affordable open-wheel cars, resulting in increased participation across SCCA regions. Building on this momentum, 2024-2025 developments included the addition of dedicated Bonus Majors events—five confirmed for 2025, with a potential sixth—to provide high-point opportunities for national standings. Looking ahead, the SCCA plans to reintegrate Formula 600 into the full Hoosier Super Tour schedule starting in 2026, addressing prior entry fluctuations and enhancing visibility for the small-bore formula group alongside Formula F and . Despite these advancements, the class faces challenges from parts scarcity for discontinued two-stroke engines, such as older and Kawasaki models, which has accelerated a shift toward four-stroke to ensure long-term viability and reduce reliance on obsolete components. This transition underscores the class's evolution toward more accessible, modern power options while preserving the core appeal of low-cost .

Technical Specifications

Chassis and Aerodynamics

The of Formula 600 vehicles must be constructed using a tubular steel spaceframe design, incorporating a that complies with SCCA standards to protect the driver during competition. This construction emphasizes durability and cost-effectiveness, prohibiting exotic alloys or composite monocoques to maintain class parity and accessibility for builders. The overall design adheres to open-wheel configuration requirements, with nothing protruding above the tire height to ensure fair racing dynamics. Dimensional constraints are strictly regulated to promote consistent handling and safety, including a between 90 and 100 inches, track width of 48 to 52 inches, and an overall not exceeding 13 feet. These limits help standardize vehicle footprints while allowing flexibility for engine integration and suspension attachments. Minimum vehicle weight varies by engine type: approximately 875 pounds (including driver) for two-stroke configurations and 900 pounds for four-stroke, with provisions for to meet these requirements. Aerodynamics in Formula 600 focuses on fixed, non-adjustable elements to generate while minimizing drag, using specified profiles for front and rear applications. Bodywork is typically fabricated from or carbon fiber composites, limited to cost-effective materials that conform to SCCA-approved shapes for side pods, nose cones, and underbody panels. Representative examples include front splitters to redirect over tires, side panels for smoother flow, and rear diffusers paired with spoilers. These features prioritize conceptual generation for cornering without permitting active or adjustable aero devices, ensuring parity across the field.

Engines

The Formula 600 class utilizes production-based engines to maintain affordability and parity, with options limited to either two-stroke snowmobile-derived powerplants up to 600cc equivalent displacement or four-stroke motorcycle engines up to 600cc. These specifications ensure competitive balance while restricting modifications to promote reliability and cost control. Two-stroke engines in Formula 600 are primarily derived from units, such as the 593cc triple (originally from snowmobiles produced 1999–2003) or the earlier 494cc variant, both featuring induction and twin 38mm Mikuni VM38 carburetors. Production of these models ceased around 2003, leading to limited availability of new parts and reliance on aftermarket or salvaged components for . The class rules mandate stock configuration with no internal alterations permitted, emphasizing over tuning. Four-stroke engines are restricted to mass-produced, water-cooled, inline-four units from approved manufacturers including , Kawasaki, , and Yamaha, with displacement not exceeding 600cc; common examples include the and Yamaha YZF-R6. To equalize performance with two-stroke options, these engines require a 28mm restrictor and result in a higher minimum of 900 pounds. Fuel delivery follows OEM specifications, either carbureted or electronic , with stock ECUs mandatory and no internal modifications allowed beyond basic sealing for compliance. Both engine types are sealed units to prevent tampering, with rev limits typically ranging from 12,000 to 14,000 rpm depending on the model, producing curves optimized for mid-range delivery suitable for circuit racing. Power output is capped around 110 hp through these restrictions, prioritizing handling over outright speed. Engines are sourced from used donor motorcycles, often available for approximately $2,000, with an SCCA list specifying eligible models by year and variant to ensure fairness. As of 2025, the homologation list remains consistent with prior years, per GCR updates.

Transmission Systems

In Formula 600 racing, transmission systems are designed to integrate seamlessly with the class's donor options, emphasizing affordability, reliability, and while adhering to strict SCCA specifications. Vehicles utilize exclusively, with power transferred via or belt to an independent , ensuring straightforward and low costs without the complexity of limited-slip differentials, which are prohibited to promote parity. Two-stroke configurations, typically powered by 500/600cc engines, mandate a centrifugal variable transmission (CVT) using belt-driven components adapted from or ATV donors. This system automatically adjusts gear ratios through centrifugal weights and a variable , providing smooth, progressive power delivery that suits the engines' high-revving characteristics without the need for manual shifting. Four-stroke setups, employing 600cc engines, feature a six-speed sequential gearbox sourced directly from the donor , enabling rapid, linear shifts. Gear ratios remain fixed to (OEM) specifications, with no custom modifications permitted to preserve competitive balance and control expenses. Clutchless shifting is permitted and common for safety, allowing drivers to change gears without disengaging , though manual operation via foot or hand levers is standard; optional paddle shifters mounted to the may be used but must comply with SCCA regulations for electronic or pneumatic actuation. All transmissions are classified as sealed units under SCCA rules, prohibiting internal rebuilds or alterations beyond OEM guidelines to prevent and extend component longevity, typically supporting 20-30 race events before replacement depending on track conditions and usage.

Suspension and Safety Features

The suspension system in Formula 600 cars emphasizes simplicity and cost efficiency, utilizing elastomeric "puck" springs rather than traditional coil-over dampers to deliver progressive spring rates. These combination elastomeric shock/springs allow for adjustability while maintaining predictable handling characteristics, aligning with the class's restrictive under SCCA rules. Suspension geometry typically employs double wishbone setups at both the front and rear, incorporating anti-roll bars to manage body roll during cornering. SCCA specifications impose limits on camber and angles to promote consistent performance and safety across the field. Braking systems feature four-wheel disc brakes sourced from OEM motorcycle components, with steel rotors and off-the-shelf racing pads; anti-lock braking systems (ABS) are prohibited, and minimum pad dimensions are regulated to ensure reliability without excessive modification. Safety features are comprehensive, reflecting SCCA's emphasis on driver protection in open-wheel racing. All cars must include a full constructed to GCR Section 9.1.1.E.8 standards, providing structural integrity in the event of a rollover. On-board are mandatory, along with a Head and Neck Support ( required since 2012 for all open-wheel formula classes to mitigate neck injuries during impacts. Fuel cells with a maximum capacity of 6 gallons are specified per GCR fuel system rules. Tire regulations mandate the use of radials or equivalent compounds on 13-inch wheels, promoting parity and controlling costs. Minimum tread depth requirements apply for both dry and wet conditions to accommodate varying track setups, ensuring adequate grip without compromising safety.

Competitions

SCCA

The Sports Car Club of America (SCCA) sanctions Formula 600 as an open-wheel class within its national program, with the annual Runoffs® presented by serving as the class's premier event. This winner-take-all competition crowns the national champion by pitting top regional qualifiers against one another at a rotating U.S. venue, such as for the 2025 edition held September 29–October 5, although Formula 600 did not feature a race that year due to low participation; the class returns to the Runoffs in 2026. Qualification for the Runoffs occurs primarily through the U.S. Majors Tour®, where drivers earn points across multiple event weekends in their chosen class. Competitors must participate in at least three Hoosier Super Tour® or Conference Majors® weekends (or a combination of two Majors and two regional events), completing at least three races by finishing 50% or more of the winner's laps, and placing in the top 50% of the class point standings to advance—typically inviting 40–50 drivers based on field size. The Runoffs event features dedicated practice sessions for setup and familiarization, followed by qualifying to determine the starting grid, culminating in a single feature race that declares the national champion. Race distance varies by track but generally covers approximately 50 miles, as seen in recent editions at . The U.S. Majors Tour organizes events into geographic conferences, including the Northwest, Southeast, , and others, allowing drivers to compete locally while accumulating points that feed into national qualification. Each conference hosts a series of Majors races, with standings calculated from the best finishes to reward consistent performance. For 2025, the SCCA added five dedicated "Bonus Majors" events for Formula 600—alongside and Formula F—to expand track access and points-earning opportunities amid scheduling adjustments with the Super Tour. Held at venues like , , , , and , each Bonus Majors weekend includes two races that count fully toward conference championship points, thereby enhancing pathways to Runoffs qualification.

Runoffs Winners

The inaugural Formula 500 National Champion was Michael Brent, who won at the 1997 SCCA National Championship Runoffs at driving an Invader QC-1. During the , a select group of drivers dominated the class with multiple victories, exemplified by Elivan Goulart's consecutive wins in 2001 and 2002 aboard Invader chassis, and Jonathan Dick's back-to-back triumphs in 2003 and 2004. Jason Knuteson also secured two titles in 2008 and 2009 using Scorpion S1 cars powered by engines. This era showcased the class's growing competitiveness amid the transition from two-stroke to four-stroke powerplants post-2010, with Michael Mueller claiming victories in 2011 and 2012 in -equipped Red Devils. In recent years, the class—renamed Formula 600 in 2023 to reflect its four-stroke engine focus—has produced standout performances, including Calvin Stewart's 2023 victory at , marking the first championship under the new designation in a Suzuki-powered Novakar J10. James Weida followed with the 2024 win at in a Rotax-powered Scorpion S1, finishing ahead of Stewart by a narrow margin. Formula 600 did not compete at the 2025 Runoffs due to low entries but is set to return in 2026. The Runoffs have seen rising international participation, enhancing parity and leading to razor-thin margins, such as Patrick Gallagher's 0.164-second victory over Mike Mueller in 2010. Field sizes peaked in the mid-2010s, often surpassing 40 cars, underscoring the class's appeal before stabilizing around 30-35 entries in recent editions. Notable records include most wins by a single driver, held by Clint McMahan with three titles (2017, 2019, 2020) in - and Rotax-powered Scorpions.

Regional and Challenge Series

The Formula 600 class supports a variety of regional and challenge series that emphasize accessibility and skill development outside the framework. These competitions provide platforms for drivers to gain experience through shorter seasons, lower costs, and community-focused events, often serving as stepping stones to higher-level racing. The Formula 600 Challenge is a dedicated series launched in 2025, designed as an entry-level option for affordable, high-performance open-wheel . It features five race weekends across nine events at prominent tracks such as , , , and Raceway Road Atlanta, with a focus on fostering fun, camaraderie, and driver development among enthusiasts. The series integrates with SCCA-sanctioned weekends, allowing participants to compete in prepared Formula 600 while prioritizing enjoyment over intense national qualification pressures. Regional SCCA events for Formula 600 are expanding through integration with established series, enhancing local participation. In , the class will return to the Hoosier Super Tour schedule, which includes multiple endurance-style races across various U.S. regions, typically offering 5-6 events per conference to accommodate regional drivers. This setup supports the U.S. Majors Tour's regional structure, where Formula 600 racers can accumulate points in localized competitions before advancing. Internationally, similar classes exist under organizations like the Scottish Auto-Cycle Union (SACU), where Formula 600 regulations, as of 2025, permit production-based machines with engines up to 1200cc carburetted or 1000cc fuel injected in long-chassis configurations, per 2011 SACU rules. These variants promote comparable grassroots racing in , adapting the core Formula 600 concept to regional traditions. Participation in these series highlights the class's appeal, with 2025 examples including Keith Joslyn's victory in the Formula 600 Challenge's season finale at and his Western Conference championship in the SCCA U.S. Majors Tour. Compared to the Runoffs, these events feature lower entry barriers, such as reduced travel demands and simplified qualification, attracting a broader range of amateur and developmental drivers. Looking ahead, Formula 600 regional series are poised for growth in 2026, with the Hoosier Super Tour integration and continued use of Bonus Majors events aimed at increasing accessibility and event options for participants nationwide.

References

  1. https://www.scca.com/pages/sccaroadracing
  2. https://www.formula600challenge.com/the-cars-1
  3. https://www.racingthef500.com/viewtopic.php?t=163
  4. https://www.formula600challenge.com/race-series
  5. https://www.scca.com/pages/cars-and-rules
  6. https://www.scca.com/articles/2019067-2025-bonus-majors-races-announced-for-fv-ff-and-f600
  7. https://www.formula600challenge.com/
  8. https://mcscc.org/gcr.pdf
  9. https://www.scca.com/downloads/74196-january-2025
  10. https://formula600.files.wordpress.com/2021/07/f600-construction-rule-book-20212-with-passport-guide.pdf
  11. https://grassrootsmotorsports.com/forum/grm/randy-pobst-how-autocross-can/271658/page1/
  12. https://www.scca.com/articles/2003544-shopmanual-chapter-6-f-modified
  13. https://cny-scca.com/snarling.php?cmd=download&month=06&year=2012
  14. https://www.oocities.org/team2motorsports2/formula440.html
  15. https://rmvr.com/rules/1984-scca-gcr-sr.pdf
  16. https://www.crbscca.com/public/runoffs/archiveReporting/
  17. https://www.scca.com/downloads/7308-2013-club-media-guidea
  18. https://na-motorsports.com/Organizations/SCCA/Racing/Rules.html
  19. https://www.scca.com/pages/car-classifications-and-groups
  20. https://f500.us/
  21. https://www.scca.com/pages/road-racing-media-guide
  22. https://www.scca.com/articles/2016910-hoosier-super-tour-sebring-2023-saturday-notebook
  23. https://www.scca.com/articles/2020020-ff-fv-and-f600-to-compete-in-hoosier-super-tour-in-2026
  24. https://www.apexspeed.com/forums/showthread.php?52093-Formula-racing-info
  25. https://cdn.connectsites.net/user_files/scca/downloads/000/074/196/January-2025.pdf
  26. https://engineering-computer-science.wright.edu/sites/engineering-computer-science.wright.edu/files/page/attachments/CFDCapstonePoster.pdf
  27. https://www.scca.com/downloads/11636-tb-16-1-prelim2
  28. http://rallycross.cfrscca.org/wp-content/uploads/F600Rules.pdf
  29. https://dk1xgl0d43mu1.cloudfront.net/user_files/scca/site_assets/000/005/186/original.pdf?1422395311
  30. https://www.hyperracing.com/2007-Up-Honda-CBR-600-Engine
  31. https://www.facebook.com/groups/360619197459057/posts/2506793116174977/
  32. https://www.facebook.com/groups/360619197459057/posts/2138132356374390/
  33. https://www.scca.com/pages/race-experience-vehicle-requirements
  34. https://cdn.connectsites.net/user_files/scca/downloads/000/070/432/Race_Experience_Rules_2024-1_032824.pdf?1711661805
  35. https://www.scca.com/articles/2000486-tbt-the-hans-device
  36. https://www.scca.com/runoffs
  37. https://www.scca.com/articles/2020067-2026-runoffs-classes-and-qualification-criteria-announced
  38. https://www.scca.com/downloads/73826-2025-runoffs-qualification-criteria-final
  39. https://www.scca.com/articles/2018950-2024-runoffs-race-f600
  40. https://www.scca.com/articles/2020027-champions-revealed-for-2025-scca-u-s-majors-tour-conferences
  41. https://www.scca.com/pages/majors-2
  42. https://www.scca.com/pages/2023-scca-runoffs-results
  43. https://www.scca.com/pages/2024-scca-runoffs-results
  44. https://www.scca.com/articles/1996312-gallagher-wins-exciting-f500-national-championship
  45. https://racer.com/2017/10/01/mcmahan-dominates-for-first-runoffs-formula-500-win
  46. https://www.scca.com/articles/2020021-exciting-new-additions-light-up-the-2026-hoosier-super-tour-calendar
  47. https://www.sacu.co.uk/assets/Road-Race-CHAMPIONSHIP-CONDITIONS-2025.pdf
  48. https://www.facebook.com/Formula600Challenge/
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