The Formula F Race Car
Now designated as Formula F in the States, in addition to the 1.6-liter Ford engines, we also allow the 1500cc Honda engine from model years 2008 to 2012 Fit cars to compete. Both engine types comply to a tight rules package that balances the performance of both engine options to about 120 horsepower.
The goal is controlling costs by avoiding developments and power tweaks that may gain a few horsepower — but put reliability and expense at riskier levels. Both engines use straight-pipe exhaust systems and can run high octane street gas, though as a further equalizer the older Kent can also use dedicated racing fuel up to 110 octane.
In reality, the construction and component designs used in FF are far more aircraft-based than they are like street cars. The lightweight bodies covering the tube frame chassis are typically made of fiberglass, but aluminum or other composites can be used as well. Kevlar is mandated along the sides of the cockpit for added protection from any side impact intrusions.
Numerous suspension designs and configurations have evolved over the years. Cars in FF today typically use pushrod suspension designs, with a bellcrank activating the shocks — which are usually triple-adjustable for high- and low -speed compression, and for rebound. The cars also use anti-roll bars which are sometimes adjustable by the driver, but most commonly done off-track in the paddock or in the pit lane. In essence, the rules for suspension design and tuning are nearly unlimited.
The data and instrumentation options that are available is widely variable. Some use mechanical or simple electrical rev counters, plus oil pressure and water temperature. Some choose more complex but still easy-to-use LCD screen instrumentation, showing data the driver wants to see and use — as well as the crew. These systems also record the entire session in dozens of channels, for data analysis and driver coaching after the session. Typical channels include track speed, RPM, G-forces in every direction, engine temperatures and pressures, fuel pressure, steering input, throttle position, brake pressures, suspension position, ride height, all those and more to capture nearly any datapoint you can think of.
All this technical information doesn't necessarily make the car faster. What it mostly serves to do is helping the driver know where they are or aren’t gaining or losing lap time, identifying performance variables both strong and weak, and helps crews to understand the overall operating health of the car. But for the more tech-interested amongst us, it’s also just fun to look at.
As of March 1, 2025, Formula F uses three different “chassis-equalizing” tires, depending on the era of the car —all made by Hoosier Race Tires in Indiana. Cars built after 1990 utilize a push- or pull-rod suspension, and use a slick tire of radial construction. Cars built through 1989 typically have rocker-arm or outboard suspension, so both of these eras of cars can also use the radial. Beyond, a bias-ply slick and a treaded vintage tire can also be used, or a treaded radial rain tire when wet. The tire options are mostly at their best for the first eight track sessions, but will survive to twenty.
The SCCA allows and runs all three eras of cars in one Formula F class. Our newly-created Formula F USA collective recognizes that each era of car is really racing amongst themselves, so we supply podium awards for each era of car at every SCCA Majors event. This is new as of March 1, 2025 and we hope it brings more cars and more enjoyment to more drivers at each race.
Our class sub-designations are now as follows:
CFF — Club Formula Ford are outboard-suspension chassis, mostly built in the 1970's
RFF — Rocker arm era of cars and mostly built in the 1980s
FF — Later and current cars with push- or pull-rod suspensions
These changes implemented in 2025 have already shown great benefits in car counts, as more racers are now enabled to race at the top levels in SCCA.
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