IFMAR Rules Explained
The 2WD and 4WD competitions were run back to
back rather than simultaneously. The first four days
were devoted to the 2WD class and the final four for
4WD. To ensure that the drivers who competed in
both classes did not have an advantage over those
who competed in 4WD only, the classes were run in
opposite directions around the track. 2WD ran counterclockwise, and 4WD went clockwise.
Drivers competed in five qualifying rounds and were
awarded points according to their finishing position
in each heat: First-place finish = 155 points; second
place = 154 points; third place = 153 points, and so on.
The drivers’ worst two rounds were thrown out unless
there was a tie, in which case the throw-out rounds
were used to break the tie. The driver with the highest
score was declared the top qualifier.
A three-leg final (what we call “triple A-mains”) determined the winner of each class. The drivers were
awarded points according to how they finished in each
leg: First-place finish = 10 points; second place = 9
points; third place = 8 points, etc.
The drivers’ worst leg was thrown out and only used
to settle ties. The driver with the most points was
awarded the World Championship.
WITH TEAM LOSI’S
7The left-hand sweeper is almost a
full circle. Banking makes it easy
to power the car around, but you
have to stay in the groove to prevent
Team Losi’s Mike Truhe TQ’d the first
round of 2WD qualifying, and his
buggy looked hooked up, so I asked
him to show me the fastest way
around the track.
1The starting grid is set up in front
of the drivers’ stand and along the
front straightaway. It’s full throttle from
the starting tone, but you have to
maintain a consistent speed through
the sweeper and stay in the groove.
2Next is a tight 180-degree corner
with an off-camber mound at the
apex. The fastest way around is to stay
tight in the corner, but you really have
to watch it on the mound because it‘s
all too easy to roll your car over.
8A short chute is next with a double jump at its entrance. Finding
the right line, which was pretty much
down the center, is critical to prepare
for the next corner.
3A right-hand sweeper is followed
by a small double jump. It’s best
to stay in the center of the track
through this section to line up for the
large triple jump that follows.
4The triple jump can be cleared in
one jump if you have the right
approach, but it’s safer to double-sin-gle or single-double this section.
5This tight 180-degree right turn
doesn’t pose too many problems
as long as you don’t catch too much
air off the previous jump. I landed in
the center of this corner a couple of
times, which cost me fractions of a
second because I had to wait for the
suspension to settle before I could get
back on the throttle. It’s much faster
to land on the downslope and power
your way around the turn.
6A short straightaway runs diagonally down the center of the track.
A small tabletop jump followed by a
double prevents you from going down
the straight at full speed. You have to
watch how you land these jumps to
prevent getting out of shape.
9The 180-degree right turn is off
camber at its apex. This section is
a lot more difficult than it looked, and
there were many roll-overs here.
10The mogul section is next.
There’s no way to really avoid
the big mounds or to find a line
though them; you just have to go over
them with caution. A small single
jump follows the moguls, which most
drivers just roll over.
11It’s best to stay tight around
the small left sweeper so you
can get on the throttle quicker when
you enter the straightaway.
12You can hit full throttle down
the straightaway, but you have
to watch how you take the small ski
jump in the center. A rough landing
will cause you to get out of shape and
spin out when you get back on the
13The straightway leads into a
90-degree left turn and then
to the front straightaway to complete the lap.