1.1. Introduction

1.1.1. Cross Country Vehicles are likely to overturn during a fiercely competitive event. There is, therefore, a basic requirement to protect the driver from injury should this happen The roll-cage should be able to withstand reasonable impact without deformation, unlike designs used in other branches of motor sport where a crushable, energy absorbing structure working in conjunction with the monocoque structure of the vehicle is used.

1.1.2. When is a roll-cage needed?

         Comp Safari, Timed Trial, Team Recovery, Point to Point, see MSA Yearbook for regulations.

1.2. General Points and Advice.

1.2.1. If you are buying a second-hand roll-cage from a 'friend', examine it yourself, don't rely on his assurance that it “has been over thousands of times and is still alright”.  Rolling over gently at a trial is different from the bone-breaking jars of a Competitive Safari roll.  Your 'friend' may not have even stressed the cage if the vehicle has only fallen on its side.

1.2.2. Is the design to an ALRC pattern?  If not, you will not be allowed to compete in ALRC events that require a roll-cage.

1.2.3. CHECK, and check carefully, scrape / wire brush paint from all welds and ensure that they are welds and not just blobs of metal ground away to look reasonable with a layer of paint on top.

1.2.4. If the metal is pitted, this will have been caused by rust, if it is pitted on the outside think what it will be like on the inside.  You do not want that cage.

1.2.5. A second-hand cage can be a very dangerous thing to buy without fully knowing its history.  If a second-hand car breaks down, it's unlikely to harm you, if a second-hand roll-cage breaks down it will do so because there is nearly 2 tons on top of it with you as the meat in the sandwich; not very healthy.

1.2.6. Making a roll-cage yourself can also be a very trying experience with a tube bender being a simple looking device which is not so simple to use.  Inexperience with one leads to bends not being in the same plane, not allowing for the 'spring' in the material and getting the bends in the wrong place; all good fun!

1.2.7. Don't forget, as well, when welding it up after careful bending/cutting the tube will distort, expert welding will minimise distortion and knowledge built up in the fabrication trade will assist.  Without it, you are in for disappointment.

1.2.8. If using galvanised tube ensure that you grind the zinc coating off first.  Failure to do so will result in poor welds and breathing problems caused by the toxic gasses given off by the welding process.

1.2.9. Some dangers of 'home' building have been highlighted as have some of the second-hand buying pitfalls.  With care they can be avoided, seek expert advice before stepping out into the roll-cage field.

1.2.10. A roll-cage is probably the second dearest thing you will have to get when competing in cross country events.  Indeed, it may even be dearer than the vehicle you compete in.

1.2.11. It is well worth buying one that is sound and solid. If you have any doubts about the ability of the manufacturer, the answer is simple, don't get it.  It may be the advice is "don't make it yourself".  You know your capabilities, it is your life you are dealing with and that of your navigator.  Please do not treat it lightly.

1.2.12. If you can’t make the roll-cage yourself and no-one you know personally can make one for you, then your best bet will be to buy one from one of the many companies making, selling and / or installing roll-cages built to ALRC specifications. It’s still your responsibility to ensure that it really does comply with the following regulations.

1.2.13. Never forget that the basic purpose of a roll-cage is to protect the driver / passenger should the vehicle roll over or have a serious accident.  No matter what the 'car' rally man may say, due to the nature of the ground that we cross this sport is potentially the most dangerous, the forces involved in a 30 mph Land Rover roll roughly equate to rolling at 100 mph in a Formula One car (if one relates purely to weight differences).  More if one considers that a Formula One vehicle normally scrapes across flat ground, CCV competitors do not.

1.2.14. Roll-cages must be able to withstand the three undermentioned loads simultaneously:- 1.5g lateral, 5.5g fore and aft, 7.5g vertical.

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Last Updated:
18/02/2007