Safety is an ongoing concern across all forms of motorsport, and drag racing is no exception. As cars continue to get faster and ETs (elapsed times) continue to drop, the National Hot Rod Association (NHRA) is implementing new measures to ensure added protection for racers in the Top Sportsman and Top Dragster classes in the upcoming season and beyond.

Set to take effect on July 1, 2025, the new rules are as follows:

SECTION 7A: TOP SPORTSMAN, DRIVER: 10, DRIVER RESTRAINT SYSTEM (Page 6) (11/22/2024) Driver restraint system meeting SFI Spec. 16.1 or 16.5 mandatory. Beginning July 1, 2025, a minimum six-point driver restraint system meeting SFI Spec 16.1 or seven-point driver restraint system meeting SFI Spec 16.5 mandatory. Restraint system must be updated at two-year intervals from date of manufacture.

SECTION 7B: TOP DRAGSTER, DRIVER: 10, DRIVER RESTRAINT SYSTEM (Page 9) (11/22/2024) Driver restraint system meeting SFI Spec. 16.1 or 16.5 mandatory. Beginning July 1, 2025, a minimum six-point driver restraint system meeting SFI Spec 16.1 or seven-point driver restraint system meeting SFI Spec 16.5 mandatory. All belts used in open-bodied front-engine supercharged methanol-burning vehicles must be covered with a fire-resistant covering. Restraint system must be updated at two-year intervals from date of manufacture.

These mandates bring the driver restraint system requirements in line with existing rules for Pro Mod, Pro Stock, and several other NHRA classes. While the elevated requirements may frustrate some competitors, Simpson Race Products senior sales manager Chris Dilbeck notes that the forthcoming mandate will ultimately benefit those in the affected classes.

“I know there are some concerns about the new rules, but coming from someone who has personally made the switch from a five-point belt to a six-point belt, I would never consider going back to the five-point. I love my six-point belts—they hold me in the car more effectively, and obviously, you’re a lot safer with this design. In a lot of ways, I think these racers will actually be more comfortable and have a better feel for the car after they’ve made the upgrade.”

Here, we’ll take a closer look at the specifics of the new rules, what racers will need to keep their cars eligible to race, and some things to keep in mind to ensure an effective and trouble-free installation.

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What’s Changing and Why

“I think this is really about raising the bar for safety in these classes,” says Simpson Race Products senior product engineer Jonathan Gwinn. “The SFI 16.1 and 16.5 certifications align with standards that NASCAR, IndyCar, and other racing series already follow. With the speeds these racers are reaching, safety must be a priority. There are some folks who are set in their ways and have an ‘if it ain’t broke, don’t fix it’ mentality when it comes to their safety systems. But the reality is that this change was long overdue for these classes.”

The new rules give racers the option to choose between a six-point or a seven-point harness design. Dilbeck tells us that while a seven-point system provides greater protection, the choice ultimately comes down to driver preference.

“For many, I think comfort will be the deciding factor. Our NHRA Top Fuel drivers all wear seven-point harnesses because they provide extra protection, particularly if the vehicle flips, but it’s all about what the driver is comfortable with. It’s worth mentioning that in existing five-point setups, there’s already a center strap, so the mounting point for that is already in place. You’re just adding the two additional straps adjacent to that center strap with a seven-point design.”

But as Gwinn explains, the six-point design offers significantly more protection than a five-point design, while also potentially reducing some discomfort.

“I personally like the six-point design because it achieves much of what a seven-point harness does, but it eliminates a common racer complaint. In a seven-point harness, the seventh point is located where the fifth point is on a five-point harness, so in the event of an impact, you risk some crotch discomfort. It’s also just less equipment to deal with when you’re strapping into the car, which can be a concern if you’re at the track alone.”

However, Gwinn also highlights the undeniable safety benefits of seven-point harnesses.

“A seven-point harness is simply the best protection you can get. It holds you in the seat most effectively and minimizes the chance of ‘submarining’ down into the seat during an impact, which can cause back injuries. By keeping you locked into the seat, it helps align your spine properly, allowing for a more linear distribution of impact energy and giving you the best chance of emerging from the incident safely.”

The new belts must carry SFI 16.1 or 16.5 certification. Gwinn explains that the primary difference between these certifications is the testing required to meet each standard.

“With a 16.1 certification, the belt undergoes breaking strength and elongation tests. In one of the tests, the restraint is placed on a body block, and a load of about 5,750 pounds is applied to the shoulder and lap belts for approximately ten seconds. The 16.5 certification includes those tests but adds tests for abrasion resistance and slippage. In the abrasion test, the harnesses are placed on a hex rod and rocked back and forth thousands of times to assess the damage. Afterward, the harness is tested again to see how effective the material remains post-abrasion. There’s also a ‘microslip’ test that measures how much slippage occurs when the harness is preloaded to a full load, mimicking the force of an impact. The maximum allowable slippage is one inch, which is very minimal but necessary to ensure the belt is properly positioned to work effectively.”

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Getting Up to Speed

The timing of these rule changes provides racers an opportunity to assess their safety systems during the break between the 2024 and 2025 seasons. With the rules set to go into effect in the summer, racers will have ample time to adjust before the new harnesses become a race-day requirement.

“This is a good time to take a closer look at the entire system—check the mounting of the shoulder straps and lap belts, verify the correct angles for the belts, and so on,” says Dilbeck. “It’s easy for a racer to become complacent when nothing bad has happened for a while. But this isn’t just about passing tech—it’s about ensuring you’re properly protected if an incident occurs. This isn’t something you want to fix after the fact.”

Because each car and driver requires somewhat bespoke solutions, and requirements may slightly differ between sanctioning bodies, the specifics of proper harness installation are determined on a case-by-case basis. However, Gwinn offers some best practices to keep in mind.

“If you’re bolting in your lap belts, make sure your bolt-in tabs aren’t positioned at a 90-degree angle relative to the harness. You want everything to be more or less aligned, as this allows the load to be applied more naturally. It also prevents ‘dumping’ at the bolt-in point or the adjuster. ‘Dumping’ occurs when the webbing material bunches up in one corner, which prevents the load from being distributed evenly. Shoulder harnesses should either be horizontal to the vehicle or angled down by about 20 degrees at the most. This ensures the belts rest on your head and neck restraint as much as possible, helping both the restraint and your belts work effectively.”

It’s also important to note that alongside their standard six-point and seven-point harness offerings, Simpson also provides upgrades and customization options.

“If you have a specific need but don’t see it on our website, give us a call,” Gwinn adds. “We offer Nomex cover material for both our 16.1 and 16.5-rated six-point and seven-point harness webbing, which adds fire protection to your harness assembly. We also offer a variety of custom options for our SFI 16.5 harnesses, including custom lengths, bushing choices, and more. Just reach out to our team—we’re happy to help.”

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