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Head And Neck Restraints Make Safety Job One For 2012, the Sports Car Club of America (SCCA) has mandated the use of head and neck restraint systems (meeting SFI 38.1 standards) for all drivers competing in SCCA sanc- tioned races. In a turn of events, the Sportscar Vintage Racing Association (SVRA) has relaxed their requirements of “mandat- ing” their use to “highly recommending” it. I find it amazing that 10 years after the death of NASCAR great, Dale Earnhardt, the mandated use of head and neck restraint systems is still a controversial subject. Believe me, many drivers died of basilar skull fractures before Dale Earnhardt did. In fact, it is estimated that the majority of racing deaths are caused by basilar skull fractures, which in and of themselves are instantaneously fatal. It just took the death of a famous race driver to bring this safety concern to the front of the class. Head and Neck Restraint Systems 101 Head and neck restraints have one main purpose, to limit the extension of the neck in the event of an accident (from either side or front impact). While a five- or six-point racing harness can withstand some 3,000 lbs of force, it only protects the core of the body. This means that the head, although pro- tected by a helmet from impact injury, is free to snap back and forth during a race accident. Head and neck restraint systems are meant to “support” or absorb some of that force by limiting the movement of the head and neck. Although there are many types of head and neck restraint systems available, there are only two standards that really apply to racing: FIA 8858 and SFI 38.1. The FIA 8858 standard, as you’ve probably guessed, was developed for use in FIA sanc- tioned events (Formula 1, World Rally Championship, etc.). SFI 38.1 certification comes from testing done by the SFI Founda- tion They also certify other safety devices, such as fire retardant driving suits. The SFI certification is usually what is mandated by all other racing organizations outside of FIA. There are many styles and forms of head and neck restraints by Cindy Gift Motorsports Editor on the market. Some drape over the shoulders and down the chest (such as HANS and DefNder) and others drape over the shoulders and down the back (such as Hutchens and LFT Tech). Luckily for us, the competition between manufacturers has been a friend to the wallet of the racecar driver. Over the past few years, prices have come down and the cost of a new system is meeting SFI 38.1 regulations are actually quite reasonable (retail prices range from $500 to $1,000). Keep in mind that is retail price. I have seen lower prices online from vendors of- fering special sales and promotional prices, even closeouts on discontinued models. Do The Research Before Buying Just as with any other safety apparatus, before you buy a head and neck restraint system you’ll need to do your home- work. First, make sure to research the test specifications and find out what mandated by the sanctioning body regulating your races. Then go to your local race shop and try on the dif- ferent styles, so that you can find the one that is most comfort- able. Also, make sure the system you choose is best for the car you race and the seat you use. Once you’ve purchased a system, do a dry run before you go to the track. Make sure you 10 www.mc2magazine.com know how to use the system properly (yes, read the instruc- tions). Make sure all of your other safety equipment has been retrofitted to work with the system you chose (mainly the helmet anchors to which the restraint system will connect). Then, belt yourself into your racecar fully suited up including your head and neck restraint system and get use to it. It will feel differ- ent, but as long as it is not “painful” most of that discomfort will be forgotten in the heat of the moment once you get on the track. Also, while you are belted into your car, make sure you can read all of your gauges, reach all of your switches, as well as see and do all that you need to be able to see and do. You may have to adjust some of your controls a bit but it will be worth it. Then, learn how to secure the attachment to your helmet as well as unhook it while in the confines of the cockpit. Finally, and possibly most important of all, learn how to get in an out of your car with the system still attached in case you have to make an impromptu and rapid exit from your car while on the track. I purchased my head and neck restraint system around 2005/2006, and at that time within SVRA I was part of the mi- nority. When I began racing in dirt 250 Micro Sprint in 2008, I could literally count on one hand the number of systems being used by drivers. I myself am disappointed in all race-sanction- ing bodies that have not mandated their use. I am also disap- pointed that with the mass quantities of research and informa- tion out there, drivers themselves haven’t stepped up and opted to use them even if not mandated to. When these systems first came out, they were quite cost prohibitive. Not anymore. There are no more excuses. Your car may have a mechanical failure; your competitor’s car may have a mechanical failure. You may screw up; your competitor may screw up. As they say, Poop Happens! No matter how you look at it and no matter how good of a driver you are, remember that racing is dangerous. What you need to do is limit the dangers by making safety your number one priority. en Cn s alo an i tr ce r n idy Gf in d tact h aci s irt o n u it, aka “Mooper as ii Cn n g clctor f l ra i sc C er by emai va c i idy ing g: sln or Ski a . He taf r d @mc2magaz ily d p Bar rive f s on th ,” h e v g Sch2 Co n as ov ber R aci 0 r is a 20 n itage ciool an r S n er a decade of exper e w r cut. Sh i ie.com. oe i - d competes p as . Co n- mini cindy