How To Install Racing Harness Without Bar

On the surface, a driver harness seems and so simple: Some webbing is strapped across the commuter's hips and chest and secured to the car. Once yous start considering the forces at work, though, it gets complicated. HMSMotorsport, the U.Due south. distributor for Schroth harnesses, publishes a harness safety checklist and allowed the states to share information technology with our readers. If every item on these lists is truthful of your harness, congratulations. Otherwise, you may not be as safe as you thought.

Shoulder Belts

Shoulder belts are correctly wrapped to the harness bar or cage.

Only one bar of the three-bar adjuster is showing, and it is adjacent to the harness bar.

Three-bar adjuster is wrapped and positioned directly against the harness bar/cage or mounting hardware.

Shoulder chugalug three-bar adjusters are not obstructing the belt flow through the shoulder belt opening and are positioned backside the seat back–as shut as possible to the bar.

The belt is not twisted or constricted through the shoulder belt opening in the seat. Shoulder openings allow directly passage from the top of the HANS or shoulders–directly to the attachment points.

Shoulder belts are deeply fixed in position so that they cannot slide horizontally on the harness bar or gyre cage.

Shoulder belts run downwardly from HANS or shoulder to the harness bar at an angle from zippo degrees to a max of negative 30 degrees. In no instance should the shoulder belt run at an upwardly angle from the shoulder or HANS to the attachment points.

Shoulder belts are secured with the proper spacing between the anchor points and cross over each other as needed.

Lap Belts

The angle of the lap belt is betwixt lx degrees (touring cars) and 80 degrees (formula cars) measured from the horizontal, allowing the lap chugalug to ride properly over the pelvis. An angle less than fifty degrees may permit submarining and cause the lap belt to ride up into the abdomen, causing injury to the soft-tissue region.

When wearing the lap belt, the webbing is non bunched or folded around the seat opening. It must lay flat. The adjusters are not caught or positioned in the opening, which may cause accidental release or failure when loaded.

Bank check beneath the webbing path to ensure information technology is not rubbing on any edges of bolts, seat brackets or seat openings that may cutting or abrade the webbing.

The lap chugalug is positioned close to the seat at an angle–not more than than 25 to 30 degrees off the seat.

The snap hooks are correctly clipped to the eye bolts, with the latch toward the bottom and secured with wire or a cotter pin.

The snap-on bracket does not bind on the eye bolt when pulled in the direction the belt is worn. Adjust alignment of eye bolt using additional wavy washers.

The wrap-in end of a bolt-in or snap-on bracket has the 3-bar adjuster as close to the bracket every bit possible, and the final loop of the wrap is complete.

The bolt-in lap belt bracket pivots at the bolt, allowing the webbing to marshal with the menses of the webbing across the lap with an even load across the bracket. Use a pivot sleeve or a lock nut and red Locktite to back it off but enough to pivot.

The webbing load of any bolt-in or snap-on bracket must be in plane with the flat side of the bracket. Pulling at a 90-caste angle will reduce the maximum load of a bracket 60 percentage.

Anti-Sub Straps

The sub-strap opening in the seat lesser is positioned properly.

Sub-strap must non be routed around the front of the seat.

A 5-betoken (single) sub-strap is center-mounted ten to 20 degrees forward of the tangential plane of the shoulder belts through the sub-strap hole.

A six-point (dual) sub-strap is mounted a minimum of 20 degrees rearward from perpendicular (drawn to the floor through the sub-strap hole in the seat, immediately in front of the groin.) Two points of zipper should be approximately 4 to 6 inches apart–ii to 3 inches to the right and left of centerline.

Note for formula cars where the driver is sitting on the sub-straps: Attach sub-straps rearward in approximately the same location as the lap belts. This type of setup is typically used with a formula-fashion or hybrid-way looped sub-strap.

Adjusters on the sub-straps are not positioned or caught in the sub-strap opening in the seat.

Snap-on or commodities-in brackets are attached properly with approved backing plates using the hardware provided by the harness chugalug manufacturer.

Never mix hardware from different manufacturers.

If using double brackets for bolt-in sub-strap applications, wrap is as pictured with 2 inches of actress webbing.

The sub-strap webbing is pulling in the proper plane on the hardware.

Shoulder Spacing

The post-obit formula is used to determine the spacing of the shoulder belts at their attachment to the harness bar or cage.

Y = Z - (Ten * 0.fifty)

10 = Distance from shoulder points to attachment. Measure out from the highest shoulder bespeak (on top of the HANS, if worn). Z = Distance between the heart points of both shoulder harnesses. Y = Judge altitude between anchor points (measured middle to heart of webbing at ballast point).

The shoulder belts will cross over when ballast points are located more than than xviii inches behind the seat backrest.

We recommend a distance of eight inches or less from the dorsum of the HANS to the harness bar when possible.

Belt Wrapping

1. Webbing should wrap from the body-facing side of the subclass upwardly into Slot one.
2. Pull through approximately eleven inches of chugalug and then fold downwards through Slot three, temporarily leaving two inches of slack.
3. Fold back up from the body side through Slot i and back downwardly through Slot 2.
4. Fold back through Slot 3 and finally through Slot 1, with the webbing exiting to the underside of the belt.
5. Pull the lap belt firmly to ensure the wrap is tight. Leave a tail of approximately four inches. Excess webbing can be cut off, providing that the remaining edge is estrus-sealed to forestall fraying.

Other Information

Loftier-density padding is used around the cage where the driver's caput could potentially come in contact with information technology. Padding should be either SFI 45.one or FIA Type A. Flat surfaces should use SFI 45.ii sheet padding.

Zip-ties are used around all gyre-bar padding to keep information technology in place.

Headrest padding–if used–should encounter SFI 45.two standards. (Soft padding volition let the caput to bounce off the headrest, increasing head and neck tensions.)

All webbing and hardware is in skillful condition. No signs of harm, cuts, fading, elongation, etc. Must exist inside date spec for contest use: SFI says two years from manufacturing; FIA says within v years. Schroth Rallye-serial belts do not have an expiration date, only HMS recommends changing them every seven to ten years or sooner, depending on the condition of the webbing.

New Reader
2/seven/20 iii:17 p.k.

Don't do this. If you're gonna use a six-bespeak harness, use it correctly. This guy even has holes in the seat to properly utilize his harness and save his testicles, simply he choose not to. He bought a 6 point harness and turned it into a v point.

kb58 SuperDork
2/eight/20 6:23 p.m.

I went through this with Midlana. I received contradictory communication from chugalug manufacturer websites regarding recommended belt routing and angles, which was surprising since the physics is the same. Had to just go with the set up of instructions that seemed to make the virtually sense.

As an SRF racer, that comprehend photo gave me a cold shiver.

w123mb None
10/25/21 four:51 p.m.

Whats the bargain with harness confined? Everyone I've heard says just become a rear hoop, as information technology comes with whorl-over protection. Is there a use case for harness bars in autox or hpdes?

In reply to w123mb :

There is no use case for harness bars. So shut to a proper coil bar in toll, installation and making the back seat unusable, but more unsafe than stock safe gear.

Tom1200 UltraDork
ten/25/21 7:57 p.m.

In answer to w123mb :

Its a case of all or nix. If you are using a harness it should be part of a roll hoop (at a minimum) and you lot should likewise be wearing some kind of caput and neck device.

If you're not doing that then as Tom mentioned the standard factory three point is the way to get.

In reply to RadBarchetta :

Could you elaborate please? Should the camlock be just closer to the hole or is in that location something I'm missing that shows a way to divide the two crotch straps before they go through the seat?

     If your track car is your daily commuter, I'd like to offer a different view of a harness bar vs ringlet hoop. Almost of the cars we tend to use are minor and plumbing equipment a proper roll bar with plenty clearance to drive the automobile without a helmet is a claiming. For instance, I put a Hard Domestic dog roll hoop in my Miata and anything but the near minor collision would put me in danger of banging my melon on the padded rollbar. Even wioth the padding, that would be bad. I but got a Cayman, so I will only be driving the Miata to the local autocross and for local runway days. I daily the Cayman and, although actually nice harness confined are available,  the seats don't take shoulder harness ports, so I wear a Simpson Hybrid S in that car.

A proper harness bar, like a four-point hoop, allows the apply of racing harnesses and HANS with a skillful racing seat, which is much more condom than a factory seat and three-point belt. The ameliorate seat and harness volition cut fourth dimension off your laps right away, too. If the car has adept rollover protection as built, a harness bar may be your answer. Almost convertibles are some other story, though.

My other cars all have proper roll cages, door confined, etc which are far superior to a harness bar or roll hoop, but just wanted to make the case for a harness bar in some situations.

In reply to Tom Suddard :

I'thousand curious how a harness bar, with a proper seat, 5-vi pt harness and HANS is more than unsafe than the factory seat and three point.

RadBarchetta said:

Don't practise this. If you lot're gonna use a six-betoken harness, employ information technology correctly. This guy fifty-fifty has holes in the seat to properly use his harness and save his testicles, but he choose not to. He bought a half dozen point harness and turned information technology into a five point.

I have non seen whatever race seats with 2 holes for a half-dozen bespeak with ii crotch straps.

amg_rx7 (Forum Supporter) said:

RadBarchetta said:

Don't do this. If you're gonna use a six-point harness, use information technology correctly. This guy even has holes in the seat to properly use his harness and save his testicles, just he choose not to. He bought a six point harness and turned it into a five indicate.

I have not seen any race seats with 2 holes for a six point with 2 crotch straps.

They exist. Absolutely information technology's difficult to detect in seat advertisements since they rarely show a good view of the pigsty patterns. Some seats combine the three holes into one triangular hole. Kirkey does this a lot. You unremarkably have to ask the manufacturer or the vendor for such details. Wait very closely at the 1 in the film. That i has such holes. If you start at the cam lock and motion your optics straight down from at that place, yous tin encounter one of them.

I should analyze that I'thou not saying that doing this is unsafe. But that it it isn't any safer than just using a v-point. You lot're merely spending extra coin for that sixth chugalug and not getting whatever benefit out of it.

DaleCarter said:

In answer to Tom Suddard :

I'k curious how a harness bar, with a proper seat, five-6 pt harness and HANS is more than dangerous than the manufactory seat and three indicate.

The trouble is that if the roof structure gives way in a rollover the factory iii point moves with it allowing your body to be shoved along with information technology.  A race seat, harnesses and HANS holds your torso in place so your caput and cervix finish upward supporting the motorcar.

Whether or non that possibility is outweighed by the improved control from the harness and, the theoretical, resulting reduced chance for crashing in the commencement place could be debated.

In respond to APEowner :

The chances of a newer car landing on their roof hard plenty and in such a way to exceed the built-in rollover protection are far slimmer than getting into any number of other crashes where having a proper harness and seat would provide superior protection to a stock seat and belts.

There are some actually interesting videos almost vehicle race safety and they talk nigh this topic a bit.
i can't find the ones I've actually liked merely will go on looking and post when I find them

In reply to jfryjfry :

This is one of the better ones I've watched/listened to from HMS motorsports (GRM sponsor).

In reply to jfryjfry :

I agree.  Combining the safe systems (street and race) produces compromises and I think information technology'due south important to understand what the compromises are.  For me, I drive street cars on the runway with enough margin that the chances of wrecking are pretty depression.  Probably lower than on the street where there are many more factors that are out of my control.  If I'm actually going to push a auto on track it'due south going to have all the gear.

In answer to adam525i :

Bang-up video. Thanks for posting it. I'yard going to exist installing a center net this winter afterwards watching the halo seat neglect entirely at one:05 mins. They besides brand a great point about the halo seat protection failing in an starting time front impact.

As well thanks to GRM for this article. This type of content can (will) relieve someone's life.

Source: https://grassrootsmotorsports.com/articles/strap-how-properly-install-racing-harness/

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