The popular 1997 Honda Civic LX possesses an "A" overall frontal offset crash rating from the IIHS, while the newer 2002 Mitsubishi Lancer LS comes packing a "G" rating, the best pick rating. We spoke to Janis Little, manager of product communications for Mitsubishi Motors North America, Inc., and she informed us that she was not personally aware of any aftermarket equipment that is tested to the same extent as OEM equipment. Even further, Little reminded us that doing mods such as replacing factory airbag equipped steering wheels, or dumping side airbag seats for aftermarket racing seats would void the factory warranty, another point on our readers' minds.
So with factory vehicles engineered to protect occupants, how can we change anything? What if we want more grip and better feedback? All is not lost, grasshopper. The key is to purchase products that are themselves rigorously testing and meet the stringent safety standards of the aftermarket world, those set forth by the Federation Internationale De L'Automobile (FIA), the SFI, and the TUV. If the harness or seat you purchase meets any of these sets of standards, you can rest assured that those parts have been tested and proven to perform under stress. Plus, you can doubly rest assured that a company that sends its product out for testing believes in its wares, and is taking the extra effort and cost to obtain approval. Buddy Club, provider of racing seats for our own Project Two-Face, has sent out its racing buckets for FIA approval and tells us the process is both arduous and costly. The FIA uses a catapult sled and dummy to crash test all competition seats. Mounted to the sled, the seat must be able to remain intact after a 20G minimum deceleration rear impact, 15G minimum deceleration side impact, and another 10G minimum deceleration rear impact. Be sure to always check that your approved seats or harnesses include up to date FIA, SFI, or TUV approval stickers. The lifespan of a competition seat is five years from the date of manufacture, and a harness should be replaced or reconditioned after every two years of use. According to the SFI, UV rays from sunlight can over time eat away at harness belt support webbing, reducing the breaking strength of harness belts to less than 20 percent after two years of outdoor exposure.
If you ever plan on running your car at any track (we wholeheartedly support any sanctioned performance driving), then be sure to check with the rulebook before you buy anything. The National Hot Rod Association (NHRA) drag ranks require SFI ratings for window nets, seats, and harnesses, while the road course fans at the National Auto Sport Association (NASA) will accept belts with SFI or FIA certifications. To the best of our knowledge, no organization will allow the use of uncertified safety equipment in a true racing situation.
When purchasing performance seating, the first decision to make is if you want to build a streetcar or a pseudo-racer. According to Mike Morita, director of marketing for Sparco USA, the choice of reclinable seats versus full racing shells is subjective. The main differences influencing choice include: ease of entry, lateral driver support, comfort, and the ability to recline. Safety-wise, there should be no large difference from just the choice of shell versus recliner. A car's frame is designed as a "cocoon" of sorts, able to protect its occupants from injury, including side-to-side impacts as well as front and rear collisions. A car's safety zones should be able to absorb the impact of all but the most horrific of accidents and not suffer a crushed roof, split frame, or ripped door. In fact, we have personally witnessed a non-roll cage equipped Lancer Evolution VIII roll head over tail after a nasty off-track incident, and the occupants walked away shaken and stirred, but luckily, no worse for wear. Needless to say, don't try that with your buddy's Evo.