advice on preparing for my first sprint season
Discussion
hi all,im going to start my first season of club level sprinting in 2014 and was wondering what mods i need to make to the clubsport to comply with the regs?
mainly regarding safety!
i currently have an fia race suit,boots and gloves but nothing else.
my harness is out of date and my helmet is not type approved.
would you recommend a hans device + hans helmet and harness? if so what type. and what about mods to the car? other than a timing strut.do i need anything else?
ive also fitted some 10" rear rims on 230 tyres which slightly stick outside the line of the bodywork, if thats an issue? and i can reach the brake bias adjuster from my seat(i read that was not allowed somewhere)
thanks
mainly regarding safety!
i currently have an fia race suit,boots and gloves but nothing else.
my harness is out of date and my helmet is not type approved.
would you recommend a hans device + hans helmet and harness? if so what type. and what about mods to the car? other than a timing strut.do i need anything else?
ive also fitted some 10" rear rims on 230 tyres which slightly stick outside the line of the bodywork, if thats an issue? and i can reach the brake bias adjuster from my seat(i read that was not allowed somewhere)
thanks
I think the first thing to do would be to get the regs for where you are going to compete otherwise you are in the dark somewhat.
Helmets are hard as you have to find the right shape for your head. It's easier to go and try some on at somewhere like GP Racewear. There's cheap like Hedtec and expensive like Arais etc that all comply with the regs. Personal choice really. Miss Bert tried out a Hedtec that seemed to fit, but lifted horribly. She ended up with a Bell.
I like the HANS device and probably wouldn't race without one. You will need to get HANS belts though and fitted according to the instructions. You could argue that it's less important with sprints, but you can still crash quite badly!
Bert
Helmets are hard as you have to find the right shape for your head. It's easier to go and try some on at somewhere like GP Racewear. There's cheap like Hedtec and expensive like Arais etc that all comply with the regs. Personal choice really. Miss Bert tried out a Hedtec that seemed to fit, but lifted horribly. She ended up with a Bell.
I like the HANS device and probably wouldn't race without one. You will need to get HANS belts though and fitted according to the instructions. You could argue that it's less important with sprints, but you can still crash quite badly!
Bert
mnrvortxf20c said:
hi all,im going to start my first season of club level sprinting in 2014 and was wondering what mods i need to make to the clubsport to comply with the regs?
mainly regarding safety!
i currently have an fia race suit,boots and gloves but nothing else.
my harness is out of date and my helmet is not type approved.
would you recommend a hans device + hans helmet and harness? if so what type. and what about mods to the car? other than a timing strut.do i need anything else?
ive also fitted some 10" rear rims on 230 tyres which slightly stick outside the line of the bodywork, if thats an issue? and i can reach the brake bias adjuster from my seat(i read that was not allowed somewhere)
thanks
Belts do not need to be in date, but must be in good condition. Hans is totally optional, not many using it yet but numbers growing.mainly regarding safety!
i currently have an fia race suit,boots and gloves but nothing else.
my harness is out of date and my helmet is not type approved.
would you recommend a hans device + hans helmet and harness? if so what type. and what about mods to the car? other than a timing strut.do i need anything else?
ive also fitted some 10" rear rims on 230 tyres which slightly stick outside the line of the bodywork, if thats an issue? and i can reach the brake bias adjuster from my seat(i read that was not allowed somewhere)
thanks
The sticky out tyres are not allowed, if a fraction you may get away with it but I fitted little "spats" to cover them.
The rules do not allow the brake adjuster to be used, a simple cover should solve that?
Otherwise the car complies fine but will need to get an MSA logbook. This is a simple process of contacting a scrutineer to look over the car, taking a photograph and paying the fee. Best to get it sorted now or atleast before your first event Don't just turn up as although the scrutineer will usually let it go and sort you out when less busy during the day, not always!
The scrutineers are all listed in the blue book plus the club you have joined will have a "usual" person that they can put you on contact with or indeed the championship or organising club of the event will also list a scrute who is used to sprinting rather than racing, subtly different regs.
Quite simple really (and it's all in the Blue Book + local Supplementary Regs for the tracks you'll be using).
Overalls to K9.1.2
Helmet to K10.3.1
Gloves to K14.3(e)
Seat belts for speed events do not need to be in date provided they are clean, in good condition and not damaged.
For Sports Libre you will need 6 point belts.
Your master switch need to isolate the supply so that it will stop the engine and all electrical equipment (esp fuel pump) when operated.
You don't need a fire extinguisher but if you have one it needs to be in full operable condition at all time when on the track.
The earth connection between the battery and the chassis needs to be marked with yellow tape (so that marshalls can easily identfy it and cut it with bolt cutters in a crash).
Identify towing points, if fitted, in contrasting colour.
You will need a 17kg -5g head restraint to K13
Timing strut to S10.9.
Use Angus-style spats to cover your projecting tyres.
Make sure that you've got your Log Book with you (or pre-arrange with the Scrute to issue one at your first event).
Go and enjoy!
Overalls to K9.1.2
Helmet to K10.3.1
Gloves to K14.3(e)
Seat belts for speed events do not need to be in date provided they are clean, in good condition and not damaged.
For Sports Libre you will need 6 point belts.
Your master switch need to isolate the supply so that it will stop the engine and all electrical equipment (esp fuel pump) when operated.
You don't need a fire extinguisher but if you have one it needs to be in full operable condition at all time when on the track.
The earth connection between the battery and the chassis needs to be marked with yellow tape (so that marshalls can easily identfy it and cut it with bolt cutters in a crash).
Identify towing points, if fitted, in contrasting colour.
You will need a 17kg -5g head restraint to K13
Timing strut to S10.9.
Use Angus-style spats to cover your projecting tyres.
Make sure that you've got your Log Book with you (or pre-arrange with the Scrute to issue one at your first event).
Go and enjoy!
thanks very much for the great answers!
angus, im a novice in speed events and only done a handfull of track work. (but have had many fast road cars incl caterhams) and running the 1100cc kwak (unless i can find a prosport or cheap pr6 between now and february) so your times will be way ahead of anything ill be producing.
it looks like i will be needing new harness as mine is a 4 point. and possibly a head restraint!
angus, im a novice in speed events and only done a handfull of track work. (but have had many fast road cars incl caterhams) and running the 1100cc kwak (unless i can find a prosport or cheap pr6 between now and february) so your times will be way ahead of anything ill be producing.
it looks like i will be needing new harness as mine is a 4 point. and possibly a head restraint!
In spite of not being mandatory I strongly recommend a Hans device. Last year in Queensland Australia we had the very sad situation that one driver died during a sprint event and another died during practice. Both were single car accidents. In both cases the coroner concluded that both drivers would have walked away from the accident if they would have worn a Hans device!
One was a high speed accident but the other involved an impact of only 85 km/h resulting in a fatal fracture of the neck vertebrae. Think about it your head and the weight of your helmet is only supported by relatively small muscles and tendons. During a sudden frontal or side impact your body is being restricted by your harness but your head just keeps on travelling!
Do not skimp on safety in this sport
One was a high speed accident but the other involved an impact of only 85 km/h resulting in a fatal fracture of the neck vertebrae. Think about it your head and the weight of your helmet is only supported by relatively small muscles and tendons. During a sudden frontal or side impact your body is being restricted by your harness but your head just keeps on travelling!
Do not skimp on safety in this sport
mnrvortxf20c said:
thanks very much for the great answers!
angus, im a novice in speed events and only done a handfull of track work. (but have had many fast road cars incl caterhams) and running the 1100cc kwak (unless i can find a prosport or cheap pr6 between now and february) so your times will be way ahead of anything ill be producing.
it looks like i will be needing new harness as mine is a 4 point. and possibly a head restraint!
oddly enough price reduced as new project comes closerangus, im a novice in speed events and only done a handfull of track work. (but have had many fast road cars incl caterhams) and running the 1100cc kwak (unless i can find a prosport or cheap pr6 between now and february) so your times will be way ahead of anything ill be producing.
it looks like i will be needing new harness as mine is a 4 point. and possibly a head restraint!
http://youtu.be/xbsXuJ4AD0k
calseight said:
I've had the same concern, so, in addition to my HANS device, I've added a brace to the left of my helmet to give some support in a side
impact.
As an aside, that's a bead seat and the lamp on the roll bar flashes brightly to alert cars ahead.
Looks good but who know hows effective/strong it is?impact.
As an aside, that's a bead seat and the lamp on the roll bar flashes brightly to alert cars ahead.
You know Radical has one of these:
Just a word of caution ......
The vast majority will require a 30 degree Hans for a Rad, but not everyone does - I know of at least one other chap in addition to me who actually needed the (yipee cheaper) 20 degree. The 30 degree just didn't fit me at all; couldn't lift my head up level.
Probably down to skinny build and preferred/necessitated driving position in context of being fairly tall with limited pedal adjustment?
Cheers
The vast majority will require a 30 degree Hans for a Rad, but not everyone does - I know of at least one other chap in addition to me who actually needed the (yipee cheaper) 20 degree. The 30 degree just didn't fit me at all; couldn't lift my head up level.
Probably down to skinny build and preferred/necessitated driving position in context of being fairly tall with limited pedal adjustment?
Cheers
calseight said:
I've had the same concern, so, in addition to my HANS device, I've added a brace to the left of my helmet to give some support in a side
impact.
As an aside, that's a bead seat and the lamp on the roll bar flashes brightly to alert cars ahead.
If that looks as it is - a thin bit of ally, it'll play no positive part at all in your safety in the event of an off.impact.
As an aside, that's a bead seat and the lamp on the roll bar flashes brightly to alert cars ahead.
Bert
"Thin" is, of course, a relative term. The piece of alloy I used was, originally, the left side head brace on a Kirkey road race seat -- the foam pad on the alloy is the Kirkey pad. The aluminum is 4.8 mm thick. It will, of course, deform under impact. The question to ask, I'll suggest, is, "will the side brace cushion the deceleration -- and limit neck extension -- enough to prevent serious injury in an expected side impact?"
A human head weighs 6 to 7 lbs. My helmet weighs a couple of pounds. Let's say the moving mass is 10 lbs. I measured the deflection of the center of the foam pad using a spring scale and found that a 20 lb. force deflected the pad by about ¼". If I want to keep my helmet's sideways decelerations below 10 G, then the brace must accommodate about 1.25" of movement without exceeding its elastic limit. It will do that.
At what level of deformation, as measured by deflection of the pad, will the side brace fail by exceeding its elastic limit? I don't know; but I would estimate more than 2". At that point it will have been generating more than 15 G of restraining force on the side of my helmeted head. I'm not sure I want much more than that.
I'm actually more concerned about the excessive strength of the padded roll bar stay to my right than I am about inadequate strength of the brace on my left.
A human head weighs 6 to 7 lbs. My helmet weighs a couple of pounds. Let's say the moving mass is 10 lbs. I measured the deflection of the center of the foam pad using a spring scale and found that a 20 lb. force deflected the pad by about ¼". If I want to keep my helmet's sideways decelerations below 10 G, then the brace must accommodate about 1.25" of movement without exceeding its elastic limit. It will do that.
At what level of deformation, as measured by deflection of the pad, will the side brace fail by exceeding its elastic limit? I don't know; but I would estimate more than 2". At that point it will have been generating more than 15 G of restraining force on the side of my helmeted head. I'm not sure I want much more than that.
I'm actually more concerned about the excessive strength of the padded roll bar stay to my right than I am about inadequate strength of the brace on my left.
calseight said:
I've had the same concern, so, in addition to my HANS device, I've added a brace to the left of my helmet to give some support in a side
impact.
As an aside, that's a bead seat and the lamp on the roll bar flashes brightly to alert cars ahead.
You are a fortunate man.impact.
As an aside, that's a bead seat and the lamp on the roll bar flashes brightly to alert cars ahead.
Had you been native to these dull and damp islands rather than sunny California, you would have been besieged by tasteless and inappropriate comments about Arab taxi drivers.................
calseight said:
A human head weighs 6 to 7 lbs. My helmet weighs a couple of pounds. Let's say the moving mass is 10 lbs. I measured the deflection of the center of the foam pad using a spring scale and found that a 20 lb. force deflected the pad by about ¼". If I want to keep my helmet's sideways decelerations below 10 G, then the brace must accommodate about 1.25" of movement without exceeding its elastic limit. It will do that.
We are thinking differently about this I think. You are not in control of the max G in the way you think. That's basically a product of the impact speed and the time (distance) taken to decelerate.[major dodgy maths coming]
So for sake of argument, say you spin on the damp grass at 180kph and hit the barrier side-on at 160kph (44m/s). Also say the side of your car deforms by 30cm. To stop your head breaking your neck, you can only let it move a further 15cm sideways. So your head will decelerate 160kph to 0 in 0.45m.
Assume constant deceleration (for the sake of approximation). v***2=2as. Rearranging gives a=44**2/2/.45=2151 m/s/s
That's 219g.
Say 80kph, car deforms 15cm plus 15cm more head movement. Only 806m/s/s or 82g
Finally 40kph. 7.5cm for the car, 15 for head. 268m/s/s or 27g.
[/wild flight of mathematical fancy]
Bert
While it's entertaining to chat about what might happen in various incidents, it's, of course, very challenging to predict. The decelerations are NOT constant, they build to a peak as deformation occurs and hits its limits -- particularly when the deformation is crush, e.g., foam in a helmet or around a brace.
There has been a moderate amount of research on the topic and some is available on the web, e.g., http://www.ncbi.nlm.nih.gov/pubmed/17311172 -- a study by the US National Institute of Health, extrapolating the results of IndyCar crash testing to stock car configurations. A decent rule of thumb seems to be that if the adult head experiences more than 50G of force, there is a significant probability of brain trauma.
That said, it's very problematic to predict the forces on a head that's protected by an approved helmet that's restrained by some pad and brace that's attached by some mechanism at some distance from the point of some sort of impact. There are a lot of compliances between the impact and the skull. We want the sum of them to never transmit over 50G of force. And that's the thinking that drives my concern about the right side roll bar brace being too stiff if it's called into play as a helmet restraint, FIA padding notwithstanding.
U-shaped collars like the Radical unit pictured in BioBa's posting have been successful at limiting side deflection of helmets in motorsports incidents -- IF PROPERLY POSITIONED. Such collars have also aggravated injuries when the driver's helmet rode over the restraint and the driver's neck was extended by the leverage his moving, helmetted head exerted on the restraint.
No guarantees anywhere, but stiffer isn't necessarily better.
There has been a moderate amount of research on the topic and some is available on the web, e.g., http://www.ncbi.nlm.nih.gov/pubmed/17311172 -- a study by the US National Institute of Health, extrapolating the results of IndyCar crash testing to stock car configurations. A decent rule of thumb seems to be that if the adult head experiences more than 50G of force, there is a significant probability of brain trauma.
That said, it's very problematic to predict the forces on a head that's protected by an approved helmet that's restrained by some pad and brace that's attached by some mechanism at some distance from the point of some sort of impact. There are a lot of compliances between the impact and the skull. We want the sum of them to never transmit over 50G of force. And that's the thinking that drives my concern about the right side roll bar brace being too stiff if it's called into play as a helmet restraint, FIA padding notwithstanding.
U-shaped collars like the Radical unit pictured in BioBa's posting have been successful at limiting side deflection of helmets in motorsports incidents -- IF PROPERLY POSITIONED. Such collars have also aggravated injuries when the driver's helmet rode over the restraint and the driver's neck was extended by the leverage his moving, helmetted head exerted on the restraint.
No guarantees anywhere, but stiffer isn't necessarily better.
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