About CNC Heads Championship

All cars that were originally designed for the road should be eligible for the championship. In order for all cars of differing modifications and engine size to be as competitive as possible cars are initially split into two groups:

Silhouette Specials - this group is for the more highly modified cars. Here engines are basically free, you can put any engine in you like and fit it anywhere in the car, front, rear or mid-engined. Recently we even put in regulations for 'electrical regenerative power systems'. Often bodies are married to chassis from a totally different source but that is fine as long as such things as wheelbase length and width are within certain tolerances of the original car. We try to keep up with available vehicles and to that end recently we allowed in cars with central seats. As far as numbers are concerned to be suitable for eligibility at least 25 of the original car must have been made - this prohibits several kit cars and 'one-off' specials. In all cases the car must have a front and side silhouette based (within generous tolerances) on the production version.

Modified Sports and Saloons - this group is for the less modified and more standard cars, it is within this group that the less experienced drivers usually start out, though there are many experienced and long serving campaigners competing as well. Again, all cars must be based upon cars designed originally for the road, but now at least 250 must have been produced. Here the modifications allowed are much more restricted than in the Special classes, for example engines must be the same as on the original production car model and changes to bodywork (the original production bodyshell must be retained), suspension and brakes are very limited. However, although the modifications are limited, many of the cars are quite sophisticated in what they can achieve. These classes are ideal to gain experience in.

So having split all the possible cars with the infinite variety of modifications, the engine sizes being vastly different giving differing performance levels, this this gives us the seven classes we race with today.

• Class A - Silhouette Special Cars 2500cc
• Class B - Silhouette Special Cars 1801 - 2500cc*
• Class C - Silhouette Special Cars up to 1800cc*
• Class D - Modified Sports and Saloons over 2500cc
• Class E - Modified Sports and Saloons 1701 - 2500cc**
• Class F - Modified Sports and Saloons up to 1700cc**
• Class G - Silhouette Special Cars with Motorcycle Engines

*The move to an 1800cc (from 1500cc) split to be confirmed in 2026 published regulations.

**The move to an 1700cc (from 1500cc) split to be confirmed in 2026 published regulations.

Slightly different MSUK rules apply for cars with engines having forced induction and regenerative power units where the capacity has a multiplier of 1.7. In order that competitors don't build cars as light as possible and potentially compromise safety there are weight limits across the classes, all Special cars irrespective of class must weigh at least 500kgs (excluding driver) though the smaller capacity (less than 1450cc) cars in Class G may come in at least 450kgs. For Modified cars the weight limits range from 840kgs (Class F), 880 (Class E), and 1000kgs for the over 2500cc cars.

Remember also that all cars must comply with the general MSUK regulations especially those covering safety issues.

comments from our Eligibility Scrutineer, Peter Gorrie

As the Eligibility Scrutineer and a previous driver I fully support the philosophy of the championship, namely to get as many cars as possible on track and racing. My main responsibility is to see that you do this safely and in compliance with the championship and MSUK regulations. I believe in applying the regulations fairly and consistently so that everyone knows where they stand. I am a member of the Championship Sub Committee and any opinions I have or suggestions which I make are considered by them and subject to their vote.

The place I start with eligibility is to find out if the car was first designed as a road car. This is not difficult with familiar mass produced cars but is a little more complicated with small manufacturers for example. This is where many drivers struggle to understand that a car first produced as a competition car and then followed by a homologated road version is not eligible. This keeps many supercars out which could ruin the championship!

It is a good idea to email or contact me to discuss eligibility before building or modifying a car and registering. I am happy to discuss any thoughts you may have in a positive but fair way. Just look for the contact details for Peter Gorrie elsewhere in this website.

The Silhouette classes allow you to do almost anything with your car. The silhouette requirements are minimal but it should be possible from them for a spectator to have a reasonable chance of recognising the production car shape! I believe that this encourages creative engineering by those who are keen to take on major projects. The Modified classes provide a more straightforward and affordable route to building a racing car as the original production bodyshell must be retained with very few modifications allowed. I always apply the regulations carefully as many modifications are still allowed and some cars could almost be specials. It is a good idea to email or contact me, Peter Gorrie, to discuss eligibility before building or modifying a car and registering. I am happy to discuss any thoughts you may have in a positive but fair way.

I am always happy to talk to drivers who wish to read between the lines of the regulations. If it is fair, legal and an example of creative thinking then I will support it. I am happy to travel a reasonable distance for the cost of fuel to inspect any car whilst under build, in confidence if necessary, so that you have a good chance of turning up at the circuit with a legal car and not wasting your time on modifications which are not allowed.

We have come to learn over the years that it is best to develop and enhance the championship with the drivers involved in the process. We have Drivers Representatives (and an active Eligibility Scrutineer) who discuss potential changes and thoughts with drivers and those with merit are discussed annually by the Championship Sub-Committee and where we see an advantage across the championship they will be adopted the following year.
In addition any MSUK regulation changes are discussed and communicated with drivers in advance of being published in the regulations. It is fair to say that any car racing today would have been eligible in every year of the championship and with only limited modifications (mainly for safety reasons) cars from the 1980's could run today (in fact some most definitely are!).

As far as the sporting regulations are concerned I can think of little change at all in the forty years. All we have done is enhance them by introducing such things as the Joker round, double points for last round, away points, a very generous refund policy and rules about accepting entries when the grid is full. All these are hopefully for the benefit of all drivers. We have recently allowed, and fully supported, two drivers to share a car over a weekend.

Ever since we started this championship has been based in the North West area for obvious reasons. We started out looking for a championship to enhance the quality of the races at our North Western Centre organised meetings at Oulton Park (no Anglesey in those days - well no circuit anyway). We have not strayed from that principle over the years with the majority of events being run at Oulton Park and Anglesey.

Unfortunately we don't run enough events at these circuits, so each year we venture out to other circuits for our 'away' rounds. Being within the BARC umbrella we like, whenever we can, to support our HQ meetings (especially when we bring upwards of 30 cars) so in the majority of cases we race at HQ meetings several times a year. The circuits we visit vary depending on scheduling constraints but usually include a couple from Cadwell Park, Croft, Donington Park and possibly Mallory Park. Over the years we have ventured further afield visiting such places as Pembrey, Thruxton, Knockhill and even many years ago several intrepid competitors went to Jurby, on the Isle of Man, for a non-championship outing.

Every year a few hard-core drivers ask to go to Spa but for financial reasons this is out of the question so you will have to put up with Cascades, Corkscrew, Devils Elbow, McLeans, The Mountain rather than Eau Rouge and La Source!

In an attempt to keep costs down and with the blessing of most drivers we have over the last few years increased the number of multiple header race meetings, two/three races over the same weekend. Consequently we now usually have the standard 13/14 round championship spread over 6 race weekends.

We do little different to other National championships at a race weekend. Sometimes, but not very often there will be a free practice session that will not count towards qualifying. This will be followed by a qualification session of 20 minutes, from this the grid is formed. If we have a double header event then the grid for the second race is either formed from a second qualification session or from the second best time from the single qualification session. If we are at Anglesey we usually run a triple race weekend (same price as a double). It is worth noting that if we have reserves (which is sometimes the case these days) then these always qualify and then if there are 'no shows' or damaged/broken cars after qualifying then the reserves come forward in the order they entered the meeting. Races are these days of 20 minutes duration. We run a safety car at most meetings which reduces the frequency of red flags and increases the track time. Only in extreme circumstances do we not get the full 20 minutes but this is usually due to unforeseen circumstances and time limitations on the day.

Several years ago when registrations were falling we decided to reduce the costs of the championship as much as we could to encourage new registrations. To this end we removed the registration fee and moved to more double/triple header weekends.

As far as entry fees are concerned we are restricted by the circuit owner charges for the track time we require. However, we try to take advantage of good years (good entry levels) to subsidise the following years by holding or even reducing the entry fee.

We decided at the very beginning that prize money for class positions for each race was a non-starter, mainly because if we distributed the available money across the 21 potential 'podium' members across all classes then each would get very little. It was felt better to give trophies out to the first three in each class, and over the years this has been well received by all drivers (except perhaps those who win each time out and have a loft of trophies!). Recently, as a compromise and cost saving measure, we agreed that on multiple race weekends drivers would only receive one trophy but multiple plaques if necessary.

For several years, in order to encourage drivers to enter when they are wondering if they should as perhaps the car may not be ready, we have operated a system of refunds. Full entry fee is required to enter but if nearer the time you have to withdraw before the meeting (even on the day) then a full refund is given. Smaller refunds are also given if for any reason you cannot compete in any of the track sessions. This means that there is less risk (or no risk) of entering and losing money if you have issues. Championship honours are based upon class positions with points only being awarded within classes and not for overall positions in each race. The actual allocations have not changed since the early days with points being awarded in each class as follows 1st - 6, 2nd - 4, 3rd - 3, 4th - 2 and all other finishers 1, with 1 for fastest lap. At the end of the season the driver with the highest number of points will be crowned champion. If there are less than 4 starters in a class then the points are reduced by 1 for every starter less than 4. In addition to these points drivers are awarded points for competing at each away round (non Oulton Park), this was introduced several years ago to encourage drivers to venture away from Oulton Park. One ‘away point’ for each track session is given.

Recently drivers are awarded three points if they complete a day’s marshalling ‘on the bank’. Not only does this enhance their points position but it gives an invaluable view of racing from the other side!

Drivers can only count points from all rounds less 2 (excluding away points) thus allowing each driver to miss a round or two and it not impact their chances of overall honours.

In order to ensure that the championship title is alive as long as possible we have always run the last round for double points. In addition each driver can nominate one round to be double points (their Joker Round), championships have been won and lost on the luck of playing Jokers!

In order to prevent competitors registering for the last round and taking points away from regular competitors a rule was introduced which states that in order to score points you must be registered by the fourth round. In these circumstances drivers are ignored in the results for points but can still receive trophies.

We have some additional trophies that are awarded for the following, David Gledhill Driver of the Year, Dave Simpson Trophy (for greatest class win at a specified meeting), Spirit of the Championship (awarded by the North West Committee), Newcomer of the Year and Cam Forbes Memorial Trophy (for fighting spirit at an Anglesey meeting).

Over the last half dozen years or so entries have been at their highest levels with many races having reserves and in some cases reserves for the reserves! There were instances where regular drivers were being bumped off the grid simply because their entry was not in early enough, resulting in some cases with drivers coming lower in the championship.

In order to ease this situation it was decided to amend the acceptance of entry rule. Now all entries are taken up to the 'Grid Acceptance Date' which is ten days before the meeting and at that point entries are accepted with priority given based upon number of races already entered. In addition two grid slots are given to newcomers based on date of entry.