RACING HARNESSES -
what to know before you buy
You can choose from multiple manufacturers, but each harness has to pass rigorous safety tests determined by two sanctioning bodies - the FIA or the SFI. The required SFI tests are performed at the appropriate, licensed facilities in the US. FIA racing harness manufacturers build to comply with the latest FIA homologation. The finished product is then presented to their country’s (limited,) FIA sanctioned testing facilities. That countries ASN (motorsport governing body) presents the results to the FIA and handles the approval process. (Yes, more convoluted than SFI process.)
SFI v FIA Harness summary
FIA homologated harnesses will be accepted internationally, SFI is only approved in the US.
FIA tagged racing harnesses and nets have a 5 year lifespan.
SFI harnesses (and nets) are tagged for 2 years.
Both FIA and SFI tags now state the expiration date. The FIA states the year (not valid after…) and the product is good until December 31 of that year. SFI will state ‘Valid Until…’ followed by the date of expiration.
FIA 8853-2016 DATE TAGS will be accompanied with a gold hologram - which is unique to that item. The older homologation sported a silver hologram.
Why five years for FIA and not SFI? It is about the durability of the webbing used. (See below for details.)
WEBBING what to know
The webbing should be a factor in your choice. The weave will vary from heavy weight (less expensive) to a refined and subtle herringbone (e.g. Schroth, and more expensive.) The refined weaves offer easier, frictionless and more precise adjustments.
There are a very limited number of webbing manufacturers that can produce a product that meets the SFI & FIA standards. Motorsports brands buy from these manufactures. They can select webbing with different weaves which will affect the belts characteristics, strength - and the price. For example, the finer the weave, (such as those used by Schroth and Sabelt,) the smoother the belt moves with the harness adjusters achieving a more precise and safer hold.
FIA HARNESSES are tested to withstand…
FIA 8853-2016 is the latest homologation for racing harnesses. The dynamic testing (sled and impact speed) requires the harness to withstand forces close to 70Gs (from 50+/- 1km/h to 67 +/- 1km/h), from multiple angles. The peak change in velocity is 60+g. FIA 8853-2016 made additional, more stringent demands including changes to the camlock and adjusters designs and method of manufacture.
NOTE: We will always recommend FIA harnesses. They may cost more, but they are stringently tested for strength, longevity, elasticity, degradation, abrasiveness, construction and combustibility. In addition the homologation lasts for five years.
SFI HARNESSES are tested not to break…
SFI 16.1 The harness are tested to not break under 6,300lbs.
SF2 16.2 A youth harness (lower) rating
SFI 16.5 The harness must not break under 7,000lbs. Designed for the rigors of off-roading.
HARNESS WIDTH why it matters
The width of the belts are also homologated. The FIA limits the width to not less than 44mm (1.73”) for the pelvic and crotch straps. Shoulder straps should not be less than70mm (2.76”) with a stated 44mm for shoulder straps that are homologated for use with FHR devices. The SFI classes the width of the belts as either 2” or 3”.
2” or 3” WIDTH belts
Harnesses are sold as all 2”, all 3” or a combination of 2” and 3”.
NOTE, choose a shoulder, belt width that works with your Head & Neck Device. Do not use a 3” width if it requires you folding the belt to fit the device.
Current 3” and 2” webbed belts are strong, and tested to survive almost identical forces. Note - All pro racing FIA harnesses are full 2” belts. The FIA mandates 2” shoulder webbing when used with a FIA compliant Frontal Head Restraint (FHR, HANS.) The tags on the FIA 2” shoulder belts will display it is FHR (frontal head restraint) compliant.
NOTE 3” lap belts can do more harm than the 2”. Primarily because it is too wide to fit into the ‘hip pocket’ that is created when a driver is seated. The 3” sits on top of the hip bone (the Iliac crest) and in the event of a crash can move upwards resulting in damage to unprotected soft tissue. The 2” belts gets closer to the body. It also allows the driver to fully tightened the belt - for greater hip containment. In addition the 3” lap belt is more inclined to fold, so potentially inflicting greater damage to body by cutting into the body’s soft tissue.
PULL-UP OR PULL DOWN why it matters
Pull-up (PU) or Pull-down (PD) refers to the location of the lap belt adjusters.
Pull-up: the belt adjusters are placed close to the harness’s vehicle mounting location. The driver will be pulling the belt up and towards the camlock.
Pull-down: the belt adjusters are located on either side of the camlock. The driver will be pulling the belt down and away from the camlock.
PD is preferred by endurance teams (quick access for a faster pit stop.) PD is also preferred by drivers with tight/narrow cockpits which make it hard to gain access to the adjusters.
PU harnesses are more available and generally cost less. For comfort, drivers with larger torsos prefer pull-up harnesses.
Harnesses are usually constructed as PU or PD, but some manufacturers have found ways to offer both options.
Sabelt Enduro Silver – Full 2″ The harness kit includes two sets of lap belts - PU and PD.
Schroth Flexi 2 x 2 Offers a unique design. The lap belts can be changed from a PU configuration to a PD by simply rewrapping the hardware.
ENDURANCE (ENDURO) HARNESSES what are the features
Manufacturers will class a harness as Enduro if it offers features that are favored by endurance racing teams - particularly for quick, precise and efficient drivers exchanges. Such features are large, visible belt loops; pull-down lap belts; adjustable sub-straps; camlock latching guides.
HARNESS LENGTH & ATTACHMENTS what to know
In general the harnesses are supplied with belts that are long enough to fit most vehicles. The lengths do vary between brands, and these brands will be better suited for certain vehicles. Contact us for more details.
The harnesses can be called out for specific disciplines such as ‘Formula,’ Enduro, or a specific car model such as Porsche GT3.
Belt attachments - offered as Bolt-in, Snap-in, and Carabine. In general bolt-in saves the most space, and snap-in/carabine are easier to mount and swap out.
A great resource page:
THE SECURITY BUCKLES (CAMLOCKS) AND ADJUSTING DEVICES
Security buckles or more commonly know as camlocks, are individually tested and tested with the harness for strength, conformity, positioning and release properties especially under duress. Similarly for the harness adjusting devices (sliders) with an emphasis on slippage - or lack of it.
The caliber of the camlock affects the price of the harness. For example, Sabelt’s Endura Platinum Full 2” Harness designed for LMP1 and WRC has a lightweight alloy billet machined (one piece) camlock with a unique funneling system that has been designed for easy clip in and a quick release. However, the price hovers around $2,000.
The adjusters are made from steel, aluminum or an alloy. Steel is more heavy. Aluminum is lightweight and the designs lead to an easier, quicker and smoother adjustment, yet more expensive. To save costs some brands use a mixture of aluminum and steel adjusters on their different models. The steel on the lap belts and the aluminum on the shoulder belts, where an easier and precise adjustment is more critical.
4, 6,7,8 pt. HARNESSES
4 pt. harnesses. We do not recommend the use of 4 pt. harnesses for track events, unless they are Schroth Profi models with ASM technology (anti-submarining and car specific.) Note, most motorsports HPDE groups do not allow 4 pt. harnesses
We recognize 4 pt. harnesses are used in Rally Racing and other Off-Road adventures.
5 pt. harnesses can no longer receive a FIA homologation. SFI continues to certify 5 pt. harnesses for track use. In some vehicles, especially formula and older or vintage models, only 5 pt. harnesses can be fitted.
Testing and history has shown the 5th, crotch belt can cause serious injuries in the crotch area for both male and female drivers. In addition, the added 6th belt, along with the 5th belt persuades the driver’s thighs to spread for a more race-appropriate sitting position.
All 6 point harnesses have two lap or hip belts, two shoulder belts and two crotch belts and can receive both a SFI & FIA homologation.
7 point harnesses add a (7th) Negative G strap between the 5th and 6th (anti-submarine) belts and is designed to hold the Camlock in position. These harnesses can be SFI 16.6 rated, but not FIA.
8 point FIA harnesses do exist, but are not common. They are designed to sandwich the driver’s FHR between the double shoulder belts. The intention is to better contain the the head and neck device while the lower 3” belt offers greater driver comfort
POLYESTER V NYLON why it matters
FIA mandates polyester webbing. SFI stills allows nylon which has durability issues compared to polyester. This is the primary reason SFI harnesses are homologated for 2 years.
Nylon loses 52% of its strength after two years of UV exposure compared to 23% for polyester. In addition, after 2 years, nylon’s elasticity (that is the ability to resume its normal shape after being stretched) drops dramatically. For polyester this drop occurs after 5 years.
Polyester is a manmade filament, derived from oil. It can be manufactured and woven in various configurations to meet the demands/needs of the purchaser. Both The FIA & the SFI have ascribed testing demands that the webbing must surpass, which includes its strength, structural seam strength, and the results from the dynamic tests (sled) after being subject to i) Light-conditioning; ii) Cold-conditioning; iii) Heat-conditioning; iv) Exposure to water; v) Abrasion conditioning. fire-resistance.
Nylon thread is stronger but polyester’s finer thread means it can be woven multiple times, which increases the web’s strength.
Nylon has more stretch because it an absorbent material. Polyester is hydrophobic (repels water and dries quicker.)
Nylon does not match Polyester’s longevity. After 2 year UV exposure new Nylon loses 52% of its strength - breaking at 5,069lb. New Polyester loses 23% - breaking at 8,056lb. (SFI’s minimum requirement is 6,300lb.)
Polyester’s elasticity is also superior.
NOTE - Many SFI manufacturers now do use polyester webbing. However, SFI continues to tag for only 2 years for both safety - and budget considerations. Nylon is cheaper. In addition, they base their standards on the presumption - that you are racing hard, every weekend, year round in an open cockpit, in all weather conditions - UV exposed. AND that you do not protect your harnesses.
NOTE: We will always recommend FIA harnesses. They may cost more, but they are stringently tested for strength, longevity, elasticity, degradation, abrasiveness, construction and combustibility. In addition the homologation lasts for five years.
https://www.fia.com/sites/default/files/8853-2016_safety_harnesses.pdf
RACING HARNESSES -
what to know before you buy
You can choose from multiple manufacturers, but each harness has to pass rigorous safety tests determined by two sanctioning bodies - the FIA or the SFI. The required SFI tests are performed at the appropriate, licensed facilities in the US. FIA racing harness manufacturers build to comply with the latest FIA homologation. The finished product is then presented to their country’s (limited,) FIA sanctioned testing facilities. That countries ASN (motorsport governing body) presents the results to the FIA and handles the approval process. (Yes, more convoluted than SFI process.)
SFI v FIA Harnesses summary
FIA homologated harnesses will be accepted internationally, SFI is only approved in the US.
FIA tagged racing harnesses and nets have a 5 year lifespan.
SFI harnesses (and nets) are tagged for 2 years.
Both FIA and SFI tags now state the expiration date. The FIA states the year (not valid after…) and the product is good until December 31 of that year. SFI will state ‘Valid Until…’ followed by the date of expiration.
FIA 8853-2016 DATE TAGS will be accompanied with a gold hologram - which is unique to that item. The older homologation sported a silver hologram.
Why five years for FIA and not SFI? It is about the durability of the webbing used. (See below for details.)
WEBBING
The webbing should be a factor in your choice. The weave will vary from heavy weight (less expensive) to a refined and subtle herringbone (e.g. Schroth, and more expensive.) The refined weaves offer easier, frictionless and more precise adjustments.
There are a very limited number of webbing manufacturers that can produce a product that meets the SFI & FIA standards. Motorsports brands buy from these manufactures. They can select webbing with different weaves which will affect the belts characteristics, strength - and the price. For example, the finer the weave, (such as those used by Schroth and Sabelt,) the smoother the belt moves with the harness adjusters achieving a more precise and safer hold.
FIA HARNESSES
FIA 8853-2016 is the latest homologation for racing harnesses. The dynamic testing (sled and impact speed) requires the harness to withstand forces close to 70Gs (from 50+/- 1km/h to 67 +/- 1km/h), from multiple angles. The peak change in velocity is 60+g. FIA 8853-2016 made additional, more stringent demands including changes to the camlock and adjusters designs and method of manufacture.
NOTE: We will always recommend FIA harnesses. They may cost more, but they are stringently tested for strength, longevity, elasticity, degradation, abrasiveness, construction and combustibility. In addition the homologation lasts for five years.
SFI HARNESSES
SFI 16.1 The harness are tested to not break under 6,300lbs.
SF2 16.2 A youth harness (lower) rating
SFI 16.5 The harness must not break under 7,000lbs. Designed for the rigors of off-roading.
HARNESS WIDTH
The width of the belts are also homologated. The FIA limits the width to not less than 44mm (1.73”) for the pelvic and crotch straps. Shoulder straps should not be less than70mm (2.76”) with a stated 44mm for shoulder straps that are homologated for use with FHR devices. The SFI classes the width of the belts as either 2” or 3”.
2” or 3” WIDTH
Harnesses are sold as all 2”, all 3” or a combination of 2” and 3”.
NOTE, choose a shoulder, belt width that works with your Head & Neck Device. Do not use a 3” width if it requires you folding the belt to fit the device.
Current 3” and 2” webbed belts are strong, and tested to survive almost identical forces. Note - All pro racing FIA harnesses are full 2” belts. The FIA mandates 2” shoulder webbing when used with a FIA compliant Frontal Head Restraint (FHR, HANS.) The tags on the FIA 2” shoulder belts will display it is FHR (frontal head restraint) compliant.
NOTE 3” lap belts can do more harm than the 2”. Primarily because it is too wide to fit into the ‘hip pocket’ that is created when a driver is seated. The 3” sits on top of the hip bone (the Iliac crest) and in the event of a crash can move upwards resulting in damage to unprotected soft tissue. The 2” belts gets closer to the body. It also allows the driver to fully tightened the belt - for greater hip containment. In addition the 3” lap belt is more inclined to fold, so potentially inflicting greater damage to body by cutting into the body’s soft tissue.
PULL-UP OR PULL DOWN
Pull-up (PU) or Pull-down (PD) refers to the location of the lap belt adjusters.
Pull-up: the belt adjusters are placed close to the harness’s vehicle mounting location. The driver will be pulling the belt up and towards the camlock.
Pull-down: the belt adjusters are located on either side of the camlock. The driver will be pulling the belt down and away from the camlock.
PD is preferred by endurance teams (quick access for a faster pit stop.) PD is also preferred by drivers with tight/narrow cockpits which make it hard to gain access to the adjusters.
PU harnesses are more available and generally cost less. For comfort, drivers with larger torsos prefer pull-up harnesses.
Harnesses are usually constructed as PU or PD, but some manufacturers have found ways to offer both options.
Sabelt Enduro Silver – Full 2″ The harness kit includes two sets of lap belts - PU and PD.
Schroth Flexi 2 x 2 Offers a unique design. The lap belts can be changed from a PU configuration to a PD by simply rewrapping the hardware.
ENDURANCE (ENDURO) HARNESSES
Manufacturers will class a harness as Enduro if it offers features that are favored by endurance racing teams - particularly for quick, precise and efficient drivers exchanges. Such features are large, visible belt loops; pull-down lap belts; adjustable sub-straps; camlock latching guides.
HARNESS LENGTH & ATTACHMENTS
In general the harnesses are supplied with belts that are long enough to fit most vehicles. The lengths do vary between brands, and these brands will be better suited for certain vehicles. Contact us for more details.
The harnesses can be called out for specific disciplines such as ‘Formula,’ Enduro, or a specific car model such as Porsche GT3.
Belt attachments - offered as Bolt-in, Snap-in, and Carabine. In general bolt-in saves the most space, and snap-in/carabine are easier to mount and swap out.
A great resource page:
THE SECURITY BUCKLES (CAMLOCKS) AND ADJUSTING DEVICES
Security buckles or more commonly know as camlocks, are individually tested and tested with the harness for strength, conformity, positioning and release properties especially under duress. Similarly for the harness adjusting devices (sliders) with an emphasis on slippage - or lack of it.
The caliber of the camlock affects the price of the harness. For example, Sabelt’s Endura Platinum Full 2” Harness designed for LMP1 and WRC has a lightweight alloy billet machined (one piece) camlock with a unique funneling system that has been designed for easy clip in and a quick release. However, the price hovers around $2,000.
The adjusters are made from steel, aluminum or an alloy. Steel is more heavy. Aluminum is lightweight and the designs lead to an easier, quicker and smoother adjustment, yet more expensive. To save costs some brands use a mixture of aluminum and steel adjusters on their different models. The steel on the lap belts and the aluminum on the shoulder belts, where an easier and precise adjustment is more critical.
4, 6,7,8 pt. HARNESSES
4 pt. harnesses. We do not recommend the use of 4 pt. harnesses for track events, unless they are Schroth Profi models with ASM technology (anti-submarining and car specific.) Note, most motorsports HPDE groups do not allow 4 pt. harnesses
We recognize 4 pt. harnesses are used in Rally Racing and other Off-Road adventures.
5 pt. harnesses can no longer receive a FIA homologation. SFI continues to certify 5 pt. harnesses for track use. In some vehicles, especially formula and older or vintage models, only 5 pt. harnesses can be fitted.
Testing and history has shown the 5th, crotch belt can cause serious injuries in the crotch area for both male and female drivers. In addition, the added 6th belt, along with the 5th belt persuades the driver’s thighs to spread for a more race-appropriate sitting position.
All 6 point harnesses have two lap or hip belts, two shoulder belts and two crotch belts and can receive both a SFI & FIA homologation.
7 point harnesses add a (7th) Negative G strap between the 5th and 6th (anti-submarine) belts and is designed to hold the Camlock in position. These harnesses can be SFI 16.6 rated, but not FIA.
8 point FIA harnesses do exist, but are not common. They are designed to sandwich the driver’s FHR between the double shoulder belts. The intention is to better contain the the head and neck device while the lower 3” belt offers greater driver comfort
POLYESTER V NYLON
FIA mandates polyester webbing. SFI stills allows nylon which has durability issues compared to polyester. This is the primary reason SFI harnesses are homologated for 2 years.
Nylon loses 52% of its strength after two years of UV exposure compared to 23% for polyester. In addition, after 2 years, nylon’s elasticity (that is the ability to resume its normal shape after being stretched) drops dramatically. For polyester this drop occurs after 5 years.
Polyester is a manmade filament, derived from oil. It can be manufactured and woven in various configurations to meet the demands/needs of the purchaser. Both The FIA & the SFI have ascribed testing demands that the webbing must surpass, which includes its strength, structural seam strength, and the results from the dynamic tests (sled) after being subject to i) Light-conditioning; ii) Cold-conditioning; iii) Heat-conditioning; iv) Exposure to water; v) Abrasion conditioning. fire-resistance.
Nylon thread is stronger but polyester’s finer thread means it can be woven multiple times, which increases the web’s strength.
Nylon has more stretch because it an absorbent material. Polyester is hydrophobic (repels water and dries quicker.)
Nylon does not match Polyester’s longevity. After 2 year UV exposure new Nylon loses 52% of its strength - breaking at 5,069lb. New Polyester loses 23% - breaking at 8,056lb. (SFI’s minimum requirement is 6,300lb.)
Polyester’s elasticity is also superior.
NOTE - Many SFI manufacturers now do use polyester webbing. However, SFI continues to tag for only 2 years for both safety - and budget considerations. Nylon is cheaper. In addition, they base their standards on the presumption - that you are racing hard, every weekend, year round in an open cockpit, in all weather conditions - UV exposed. AND that you do not protect your harnesses.
NOTE: We will always recommend FIA harnesses. They may cost more, but they are stringently tested for strength, longevity, elasticity, degradation, abrasiveness, construction and combustibility. In addition the homologation lasts for five years.
