21 The crotch strap is referred to as an anti-submarine strap. I mounted it as shown, on a gusseted plate that was welded to the 1/4-inch steel floor as well as the 1/4-inch wall seat crossmember.

22 Test-fit time! The fish-eye lens makes the cage look roomy, but believe me, it’s not! With a fire suit on, and the harness tight, I needed to ensure I could reach everything with the arm restraints on. You can clearly see here how the shoulder straps narrow to 2 inches in width …

23 … so they can fit in the shoulder sections of the HANS device, which has raised edges to locate the straps.

24 These clips attach to corresponding clips on the driver’s helmet, preventing his or her head from moving forward violently in a crash, and preventing neck injury or worse. You won’t be allowed to race without a HANS device, and they ain’t cheap! They are, however, preferable to the alternative, if you crash without one.

25 Here are the correct SFI-spec arm restraints, with the SFI tag shown. The slotted ends fit the latch on the harness, while the restraints are adjustable for length.

26 In picture 23 you can see that I could reach the steering wheel, but I could also get my hand outside the cage structure, meaning it could do this in an accident. The arm restraints are there to stop this from happening, and once adjusted to prevent this, I could reach but no longer turn the wheel. I’ll need a dished wheel for racing it seems.

27 I can, however, reach the battery disconnect lever.

28 While I’m on the subject of body parts exiting the cage structure, the SCTA rulebook also states that no limbs should be able to do just that in the event that the vehicle’s body panels come off in an accident. While specially made nets are available for this, aluminum paneling, installed inside the outer plane of the rollcage, is also acceptable. Now you know what all the threaded tabs on the driver side of the cage were for in previous pictures!

29 This temporary switch panel down between the seats houses the fuel pump and ignition switches with aircraft-style covers, from Ron Francis, as well as the starter button. I can reach it, and it’s not in the way so it won’t be hit accidentally, but I’m not sure I like the position. However, I certainly can’t reach the dash, and my options are limited!

30 The SCTA rules state that where fuel lines pass the bellhousing, even with the addition of a scattershield, they have to pass through thick wall tubing to prevent them from being sheared by flying clutch parts. I used a length of leftover rollcage tubing, radiused the ends, and welded it to the framerail.

31 Restraining straps, or “slings” as the SCTA rulebook calls them, are required near the forward end of rear suspension links, with a minimum diameter of 1/4 inch, to prevent them from dropping to the ground should the joint fail. I added them to the front split ’bones too.

32 Even the rollcage padding has to meet an SFI specification. DJ Safety also supplied this for our car.

33 With slight trimming to clear the vertical tubes, the padding was installed using large wire ties to hold it in place.

SOURCE
Ron Francis Wiring
200 Keystone Road
Suite #1
Chester
PA  19013
800-292-1940
http://www.ronfrancis.com
DJ Safety
www.djsafety.com
Aeromotive Inc.
7805 Barton St.
Lenexa
KS  66214
913-647-7300
http://www.aeromotiveinc.com
Lokar
10924 Murdock Drive
Knoxville
TN  37932
877-469-7440
www.lokar.com
Speedway Motors Inc.
P.O. Box 81906, Dept. CRM
Lincoln
NE  68501