Another safety innovation, while not new to racing, is now being introduced to the Nextel Cup Series because of research done as early as 1998 by GM. The six-point safety harness, already used in open-wheel racing, replaces the five-point harnesses used by some in stock car racing up until the end of 2006. This is a long overdue regulation and inexpensive to incorporate.
"The difference between the six-point and the five-point harnesses are below the waist, but the benefits from the six-point are actually seen in the chest area," said Gideon. "The five-point has a single crotch strap. Six-points have two straps that come from the lap belt and wrap around the legs, connecting under the driver. As the driver moves forward in a frontal impact, the pelvis is restrained [more effectively] with the six-point. By restraining the pelvis, there is less energy for the shoulder harness to absorb, keeping the chest from being compressed.
"For example, in a crash at 30 miles an hour you get two inches of chest compression with a five-point, but only one inch of compression with a six-point [harness]. As a result you see fewer sternum fractures and rib fractures than you would have with a five-point harness."
Other safety improvements that will be seen on the Impala SS and other new Nextel Cup COT race cars are an increased side window size for quick exiting in an emergency. The
new cars are also larger: the roof is two inches higher and the cockpit four inches wider.The roll bars are moved away from the driver in an effort to give the driver more room from penetration upon impact.
The car's impact penetration resistance has been improved by adding a steel plate over the driver’s side door bars and energy absorbing foam in the formerly empty space between the door skin and door bars. Steel plating on the driver’s side has been used on lower division cars’ chassis for some time – but the foam insert is novel. The upper frame rail on the left-hand side of the car has also been strengthened to offer more protection on the driver's side.
Other changes include a steel floorboard underneath the driver and an enclosed 360-degree steel tunnel to contain the driveshaft should it become disengaged -- thereby preventing the possibility of a flying metal tube. The fuel cell has also been altered; its capacity is now four and a half gallons less while the thickness of the steel that surrounds it has been doubled from 0.031-in. to 0.062-in.
Finally, the engine exhaust system has been re-routed to exit underneath the right side of the car to keep heat away from the driver. This should help reduce driver heat exhaustion.
"Auto manufacturers are not known for sharing development secrets," concluded Gideon. "But at GM, we've shared all of the results of our safety research with NASCAR and the other competing manufacturers. We place the highest emphasis on the safety of our drivers and those we compete against, and it shows with the Impala SS and the Car of Tomorrow concept in general."
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