The importance of effective head and neck protection in motorsports is undisputed. In almost all racing series, the use of a homologated head and neck restraint system is now mandatory. Until recently, the colloquial term “HANS obligation” was used, but the Simpson hybrid system is now also available as an FIA-compliant alternative. To take account of this development, we now speak of FHR (frontal head restraint) systems, i.e. systems that stabilize the head in the event of an accident.

The basic principle

The risk of injury from sudden deceleration forces is extremely high if the body is strapped in but the head remains free to move. The goal in developing FHR systems, therefore, was to create a device that would reduce the risk of serious injury from violent jerking of the free-moving head and helmet in a collision. At high speeds, the pressure on the neck and throat from strain, shear and tensile forces can be enormous. In the worst case, this can lead to severe head and neck injuries.

FHR systems – regardless of whether they are HANS or hybrid – work according to the basic principle that the system is fixed via the shoulder strap and connected to the helmet by means of straps. In the event of an accident, they thus stabilize the head so that it moves together with the rest of the body. Head and body are secured as a unit by the harness. This relieves the head and neck in the event of an accident.

The history of origins

HANS stands for Head And Neck Support. Development began in the 1980s in America by medical doctor Dr. Robert Hubbard and his brother-in-law and racing driver Jim Downing. Initially, the systems were quite large and impractical to use. Continuous further development and the pressure to improve driver safety caused by serious accidents then led to the increased use of the now much more compact systems right down to popular sports at the beginning of the 2000s.

The origin of hybrid systems lies in the Hutchens device used only in the USA. Developed by racer Bobby Hutchens along with current Simpson development manager Trevor Ashline, this system anticipated some of today’s hybrid system design parameters. However, its use was initially extremely impractical and only intensive development work ensured that today’s hybrid systems could also meet the stringent FIA tests.

HANS vs. Hybrid – the differences

HANS is still the most widely used FHR system. It rests on the shoulders, has two supports on the chest and a headpiece running up behind the helmet. The shoulder straps run over the two chest rests and a movable strap connects the headpiece to the HANS clips on the helmet. HANS systems are offered in different sizes (based on the driver’s collar width) and at different angles (e.g. for touring cars or formula cars).

Hybrid systems, on the other hand – unlike the HANS system – do not rest on the collarbone and chest, but sit on the shoulder and back. The seat belt therefore rests directly on the body in Hybrid, giving the driver an improved driving experience through optimum contact with the vehicle. In addition, hybrid supports the back down, but does not run up behind the helmet. As a result, it allows easier entry and exit (without “hooking” on the roll cage) and a comfortable seating position (without the head being pushed forward). Due to its design, a hybrid system can be used in almost any seating position. So if a driver switches between formula and touring cars, for example, he can drive both stints with the same hybrid system. Only the length of the helmet straps must be adjusted to the respective seating position. And hybrid offers a safety advantage: it stabilizes the head in both frontal and side impacts.

So is hybrid the “better” solution? Not necessarily, it has not only advantages over HANS. On the one hand, it is significantly more expensive and on the other hand, the practical application is also somewhat more difficult. Thus, many drivers always leave HANS and helmet connected and put it on as a unit. It doesn’t work that way with Hybrid, so putting on and taking off a Hybrid system with its chest strap is always a bit more involved.

Thus, both systems have their advantages but also disadvantages. However, both are equally FIA-approved and increase safety in motorsports to a similar extent. Which system is best suited for the respective application should therefore be tried before buying. And while you’re at it, it’s best to get advice on essential points in the environment: because all FHR systems achieve their optimum effectiveness only with the right belt geometry, good connection to the helmet and correct coordination with the seat used.