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Safety Equipment:
Regardless of modifications or class every race vehicle should have the
proper safety equipment. By nature racing is a dangerous sport and the
potential for severe injury or death is possible. Safety equipment is meant to
minimize these risks to the driver, other drivers and spectators. Here’s a
minimum list required by most sanctioning bodies and promoters, please check
with the sanctioning bodies you plan on racing with to make sure you meet all
the requirements.
Helmet:
A Snell approved helmet, free of defects, there are several Snell ratings, the
ratings names are derived from the year they were established. Snell ratings
are different than DOT ratings, Being DOT approved does not mean it is Snell
approved. DOT ratings generally do not involve any independent testing, while
all helmet designed that are Snell approved have been thoroughly tested by
an independent lab. Please check with you sanctioning body for minimum
helmet requirements.
Fire Suits:
Most sanctioning bodies require a fire suit. They may specify a 1 piece “jump
suit” style, or a 2 piece jacket and pants. Fire suits are rated by SFI ratings,
and are made of non-flammable material designed to protect a driver from fire.
In order to maintain the protection these suits provide they must be kept clean
to prevent flammable substances off the suits, and tears, or frayed ends will
also reduce their effectiveness. Racing Gloves and shoes that provide similar
protection may also be included in the required clothing.
Racing Harness, Window Nets, and Other Restraint Systems:
Racing harnesses prevent the body from moving upward and forward in an
accident or impact. Window nets prevent any part of the driver’s body from
exiting the vehicle in the event of an accident, they also prevent objects from
entering the driver’s compartments. Other common restraint systems include
head and neck support systems. The most basic and often minimum type of
these restraints is a neck collar also known as a “doughnut”, this is a foam
collar that goes around the neck to help prevent the head from whipping
around causing neck injuries, while often sufficient during the normal bouncing
and jarring of racing, in a severe impact it leaves much to be desired. There
are many head and neck restraints available on the market, the HANS device
being the most well known, but all serve the same basic function of limiting the
amount of head movement in a impact thus reducing forces on the neck and
shoulders. While many racing bodies don’t require these devices yet, its highly
recommended you purchase one, as they are a very effective device, and may
be mandatory in the near future. Proper mounting of all safety equipment is a
must, harnesses and window nets should be attached to the roll cage or
chassis of the vehicle. Equipment should be kept clean, and visually inspected
before each race. Most devices come with an SFI certification and expiration
date, many sanctioning bodies may require that items be replaced once
expired. Please refer to manufacturer’s instructions on proper use and
installation of all restraint systems.
Racing Seat:
Two common types of racing seats are used in off-road racing, Solid and
Suspension seats. Solid seats are metal, plastic, or other composite material
that use a flame resistant foam seat cover to cushion the driver. Suspension
seats use a frame work and webbing material to provide cushion. Each design
has their benefits and weaknesses, both seating types provide greater
protection then when compared to OEM seating as they have allowances for
the safety harness to pass through, are built stronger to support you in an
impact, and are made with flame resistant materials. Its recommended that you
use a seat designed with hip, side and even head supports as they will help to
keep you located and more comfortable while racing and in a crash. Low-back
drag racing type seats are not recommended because they do not support the
driver well enough. Most seats come with an SFI. Certification. The type of seat
you select will largely depend on what you feel most comfortable in and what
your budget allows.
Fire Suppression:
Your first line of defense incase of fire will be your fire walls. These are the
metal panels that separate you from the engine, drivetrain, cooling, and fuel
systems. It is extremely important that all your firewalls are of proper thickness
and no holes of air gaps are present, fluids and fire will find their way through
the gaps and can cause serious burns and injury. Most “Stock” and some
“Modified” classes may use the OEM floor board and firewalls , it is important
that any holes are sealed by welding or fastening plates over them. Also
important it placing fire walls behind the driver to protect them from the fuel cell
or hot liquids and steam when the radiator is moved to the back. All flammable
interior panels should be removed as well. Your second line of defense is your
fire extinguisher or fire suppression system. The sanctioning body will dictate
what size and type you must carry. If you are only required to carry a fire
extinguisher then it must be a ABC type, this covers most types of fires include
grease/oil fires. Halon extinguishers may also be allowed. Fire suppression
systems utilize a fire extinguisher type canister, but nozzles are plumbed
throughout the vehicle to direct the fire suppression substance directly to
problem areas such as engine, transmission , fuel cell, and drivers
compartment. Its highly recommended to use a total fire suppression system if
not mandated by your sanctioning body.
Fuel Cell:
Fuel cells may be made of plastic or metal, and often use some form of internal
baffling whether it be plates and check valves or foam to prevent sloshing of
fuel. Most sanctioning bodies require and plastic fuel cell surrounded by a
metal box, or a metal fuel cell with a rubber bladder to prevent the fuel cell
from being punctured of ruptured in the event of accident. Fuel cell selection
will also depend on your application, fuel injected and vehicles with an electric
fuel pump may require an additional fitting for a return line, its important that
fuel returned to the fuel cell is returned below the fuel level to prevent
aerating. Its also important that the fuel cell is vented properly so that in the
event of a roll over no fuel is spilled. This can be accomplished by routing the
vent line to past one side of the fuel cell, and then return back past the other
side, and then down below the fuel cell. Under no circumstances should you
ever pressurize your fuel cell.
Roll Bar/ Roll Cages:
All off-road racing vehicles should be equipped with a roll cage that protects
the driver in the event of an accident or rollover. All bends in the roll cage must
be free of kinks, all weld joints should be “fish mouthed” and tight fitting, and
welds should have proper penetration and be free of defects such as
undercutting and porosity. The Roll Cage needs to be welded to the Frame of
the vehicle, under no circumstances is connecting the roll cage to just the
body of a framed vehicle acceptable. Vehicles with Unit-Body construction that
have no frame should weld the roll bar to 6” x 6” x 1/8” plates these plates
should be bolted through the floor with a minimum of 4 - 3/8” grade 8 bolts with
a 6” x 6” x 1/8” backing plate. Different sanctioning bodies may require
different roll cage material depending on weight and class, but generally if
under 5,000lbs, 1 ¾” x .120 wall round DOM steel or 4340 cro-moly tubing will
be approved. Some classes and sanctioning bodies may allow smaller
diameter tube, thinner wall tubing, or the use of ERW tube. While designs vary,
the cage must consist of a “Main Hoop” behind the driver, 2 “Kicker” bars from
the back of the “Main Hoop” to the frame, the “Kickers” must generally be
within 6” of the top of the “Main Hoop”. The “Main Hoop” should have a
“Diagonal Brace” from a top corner of the “Main Hoop” to a bottom corner of
the “Main Hoop”. The “Main Hoop” should also have a “Horizontal Brace” about
halfway up the “Main Hoop” that extends from one side to the other. A “Halo”
bar above the driver’s head that follows the contour of the truck cab, a
“Diagonal Brace” from the intersection of the “Main Hoop” and “Halo” to the
corner of the “A-Pillar” intersection. The “A-Pillar” extends from the “Halo”
down along the windshield A-pillar to the frame. A “Dash” that connects the two
“A-Pillar” bars, a “Windshield” bar that connects the “Halo” and “Dash” bar. On
the driver’s side two to three “Door Bars” placed high and low enough to
protect the driver in a side impact. Two designs are commonly used, and “X”
brace using diagonal braces, and a “Nascar” type “basket” consisting of 2-3
horizontal bars that are bowed outward and connect to the “Main Hoop” and “A-
Pillar” bars. The horizontal “Door” bars will have at least 2 connecting tubes
between the “Door Bars”. All of the main cage welded intersections should be
gusseted 3” from the weld, by either a flat 3” x 3” gusset the same thickness
and material as the tubing, or the same tubing measuring 3” at the longest
point. Its important to maintain a safe distance from the drivers helmet away
from any part of the cage 3”-4” in any direction. All bars that the driver or
passenger could come in contact with should be properly padded with a SFI
approved padding as required by the rules.
Scatter Shield and Driveshaft Safety Loops:
Scatter shields are used throughout racing to protect occupants and
spectators from flying shrapnel when rotating parts fail or explode. Most
commonly they are a 1/4" plate that covers the bellhousing of a transmission to
protect the driver in case the flywheel, torque converter or clutch explodes.
Scatter shields may also be used around u-joints, harmonic balancers, and
other spinning components. The driveshaft safety loop is generally made from
a 1/4" thick x 2" wide strap that encompasses the driveshaft 360 degrees. In
the event of a failure this keeps the driveshaft from whipping around and
causing damage to fuel cells, batteries, and fuel, coolant, and oil lines. It also
prevents the driveshaft from digging into the ground and "pole vaulting" the
vehicle.
Other Safety Considerations:
Some other universal safety rules include proper battery hold downs, generally
a minimum of a 1/8" x 2" plate across the top and two 3/8" bolts. A Secondary
return spring on the throttle. A neutral safety switch/clutch safety switch to
prevent the vehicle from being started in gear. Master power disconnect switch
in reach of the driver and at the rear of the vehicle to allow track workers to kill
all electrical power in the event of an accident to kill engine, all accessories
and to prevent a fire caused by an electric spark.
Above and beyond all the safety rules required by the sanctioning body its
important that other safety issues are taken in consideration.
Quality Workmanship and Regular Inspections:
Its important that fabrication on the vehicle is done properly, we'll cover
specific issues in further detail in future articles, but its always better to "do it
right and do it once" rather than cutting corners. Before and after every race
you should perform an inspection to check for loose nuts and bolts, cracks,
leaking fluids, and unusual wear on parts.
Being Prepared for the Race:
The easiest way to make a mistake is by not being prepared before a race.
Before you leave for a race your truck should be ready, last minute repairs or
additions often lead to failure. Beyond that you as a driver need to be
prepared, meaning you should be familiar with the truck, knowing where all the
switches are, what to inspect, and anything else unique to the truck that may
need to be taken into consideration. Also you should be well rested, if you've
been up all night prepping you truck, driving to the race, or hung over from
partying the night before if means that chances are you're going to miss
problems while inspecting, or not be as alert as you need to be while racing,
risking an accident and injuring yourself and others. Never under any
circumstances race while your under the influence of alcohol or drugs,
including prescribed drugs that may impair your ability to race. Also never race
if you are suffering any health conditions that may be worsened by the effects
and forces placed on the body and mind during racing.
Drivers Meeting and Track Inspection:
Before every race there is a driver's meeting. A driver's meeting covers
general race procedure, addresses how the race will be operated, and if there
have been any changes to rules or how the race will be run. Whether you're
an experienced racer or its your first race its important to always attend the
drivers meeting and pay close attention to what is said. This is also the time to
ask questions or get any clarification. Many tracks will allow the drivers time to
"walk" the track. This allows the drivers to inspect the track, look for obstacles
and work out scenarios for different racing lines. It is also the time for you as a
driver to spot any potential safety concerns, whether it be a hazard in the
infield or outside of a corner if a truck were to go off course, a particular jump
or obstacle or any other hazard and report them to the track officials to get the
problem remedied. If you feel the track is unsafe or your concerns are not
addressed, Do Not Race.
| Beard Seats www.redart.com Bell Racing www.bellracing.com Crow Enterprises www.crowenterprizes.com G-Force Racing Gear www.gforce.com HANS Device hansdevice.com/ Impact! Racing Products www.impactraceproducts.com Jaz Products www.jazproducts.com Kirkey Racing Fabrication www.kirkeyracing.com MasterCraft Seats www.mastercraftseats.com RCI Racing Products www.rjsracing.com RJS Racing Equipment www.rjsracing.com Simpson Racing www.simpsonraceproducts.com Sparco USA www.sparcousa.com Summit Racing Equipment www.summitracing.com |
| SFI Foundation www.sfifoundation.com Snell Memorial Foundation www.smf.org |
| Safety Equipment Manufacturers |
Safety Foundations
| Disclaimer: This article is for entertainment purposes only and is not meant to be a guide for properly equipping a vehicle to race. Opinions made by the author are just that, opinions and should not be taken as fact. Research all decisions yourself before acting. Racing is an inherently dangerous sport, ArenaTrucks.com and its members are not responsible for any injuries or damages caused from any actions based on the article. ArenaTrucks.com is not associated nor do they imply association with any other companies listed in this article. All names and trademarks are property of their respective companies. All rights reserved Copyright ArenaTrucks.com 2008 |