Last month, we covered the process of bolting in a set of Corbeau’s fabulously supportive A4 seats into Scarlett, our ’72 coupe project car. As well as the seats hold onto you, though, you still have to have belts to “snug you up” into them. Since this car is destined for track use, we ordered a set of Corbeau’s five-point harnesses along with the buckets. In this installment, we’ll cover what it takes to install them in a shark.
Consisting of five straps, or points, the harnesses combine a traditional lap belt with a pair of shoulder straps and an anti-submarine belt that comes from beneath the seat in the crotch area. The latter item is intended to keep the driver from sliding out from underneath the other belts in the event of a crash. While they are available in different sizes, our harnesses have 3-inch webbing for all but the anti-submarine belt, which is 2 inches wide. They’re rated to meet SFI specification 16.1 and come date stamped, as harnesses have to be replaced periodically to be used for racing. All the belts snap into the same latch arrangement, something that’s mandated by some track rules, since you may need to get out of them fast if you wreck.
The lever or “latch and link” configuration that’s been around for some time uses a lever-operated latch. It holds the two lap belts together, and the male tab on one lap belt passes through slots on the ends of all the other belts before being latched into place in the female end of the latch on the other lap belt. The more modern approach, however, is a camlock buckle, which lets each of the belts plug into a round buckle one at a time. Like the latch-and-link, all the belts are released at the same time when you rotate the buckle. While I’m all for old-school, it’s my opinion the camlock is a better system, which is why we specified camlock buckles for our harness. They work smoothly, and their black-and-silver construction looks great and fits in aesthetically with the car’s color scheme.
What follows is a step-by-step of the harness-installation process. Once completed, all that’s left is to do is slide in, cinch up, and roll out. The car may go all sorts of interesting places, but you? You ain’t going nowhere.
Author’s note: This article contains information on mounting safety equipment. The mounting techniques we used may not be suitable for your application, and thus the author and VETTE magazine specifically disclaim any liability that may result from following these instructions. If in doubt, consult a professional as well as the rule book of the sanctioning body where you want to race.