Interest in "Turbo Cup" style Strut Tower Bar ?
#46
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I would be interested in a turbo cup strut bar. I am currently running a Racing Dynamics bar, don't car for the fit/extra effort to do engine work(unbolting the camber plate hardware). I am currently running my 1986 944 turbo as a 944 SP2 n/a and plan on re-installing the turbo engine/trans setup for 2010 racing...
#47
Rennlist Member
Thread Starter
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That's a pretty dubious allowance. It's bolt-in, but you have to weld in attatchment points. That's hardly class legal. In PCA it might not be contested, but in SCCA/NASA/everywhere else you'd get contested if anyone who knew anything saw it. Not that it really gives you an edge over a KLA, Weltmeister, or Dynatech bolt-in, which are legal and arguably more secure and less prone to flex. Pretty minor detail, but I'd hate to be bumped a class over something that stupid.
I'm not saying that you have to get the factory TRS strut brace. What I'm saying is the Dynatech, Welt, KLA, etc braces are more similar to the Porsche Motorsport brace and are much easier to install, cheaper, and work better than the 944 turbo cup brace.
I'm not saying that you have to get the factory TRS strut brace. What I'm saying is the Dynatech, Welt, KLA, etc braces are more similar to the Porsche Motorsport brace and are much easier to install, cheaper, and work better than the 944 turbo cup brace.
I have always acknowledged the installation requirement of the Cup design: the mounting brackets do need to be welded to the shock towers, so its not for everyone.
With respect to legality in various racing organizations – I never stated these bars were SCCA or NASA legal. As with any aftermarket suspension part, engine upgrade, safety device – the potential buyer should check the rules with any sanctioning body that they race under. Whether you agree with it or not, the bars have been allowed in PCA Club Racing stock classes, which is still by far the largest road racing venue for 944 series cars. There is nothing written in the PCA rules that specifically dis-allow it, but I cannot predict the interpretation by any particular scrutineer at any given race, and I cannot predict future rules changes or clarifications. As is your perogative, you can certainly protest my car at the next PCA Club Race that we both participate in.
But outside rules and installation concerns, the strength and design of the bar itself is certainly not inferior to the majority of the aftermarket bars that bolt to the top of the shock bearing studs. When this bar is bolted in, it is very stiff. You can tow the car around the paddock with it, and I would not try that with most of the other bars. I do not understand the claim that the Cup bar is a weak design and that other bent rod/tube designs with jointed connections are more secure and less prone to flex? My experience is just the opposite, and I have never heard of any complaints about the lack of stiffness from Cup car owners or from anyone that bought one of my previous replicas.
As far as pricing, unfortunately since 3 years ago, my costs have increased about 15% over the first batch. Yes there are some cheaper bars out there, but also some more expensive (BK & Racing Dynamics are more, Dynatech is N/A) - so its not out of the ballpark.
#48
Nordschleife Master
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Jim, I would never contest it, but I know some people who would.
I'm sure it's strong, but I'm just doubtful of the lateral strength of flat bar of metal that is bent in 4 places and in 2 planes, versus a straight piece of unbent metal.
I was quite happy with my KLA bar on my 968 (even though it rubbed the intake cover) - conversely, I do not like the Racing Dynamics brace at all. I want a dynatech brace, but they are NLA. I think I'm gonna have to make my own to get what I really want.
Good call, BTW, on bracing the firewall. I'm currently welding the firewall on my 968 and I'll be doing something similar to you with the 951 to prevent that one from cracking too.
I'm sure it's strong, but I'm just doubtful of the lateral strength of flat bar of metal that is bent in 4 places and in 2 planes, versus a straight piece of unbent metal.
I was quite happy with my KLA bar on my 968 (even though it rubbed the intake cover) - conversely, I do not like the Racing Dynamics brace at all. I want a dynatech brace, but they are NLA. I think I'm gonna have to make my own to get what I really want.
Good call, BTW, on bracing the firewall. I'm currently welding the firewall on my 968 and I'll be doing something similar to you with the 951 to prevent that one from cracking too.
#49
Drifting
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Rich - you need to be careful with making statements based on intuitive analysis without actually doing the math or even seeing the bars. I have one of Jim's Cup bars and have also installed the KLA bar on a couple of different racecars and the Cup bar is substantially overdesigned (ie its pretty heavy for a race piece - probably heavier than it needs to be) and beefier than the KLA bar. I have not done the analysis but have gotten the KLA bar to flex by using it has a handle to pull a car and the cup bar can be used to tow the vehicle as Jim said. Keep in mind that the KLA bar is 6061 Al and the cup bar is cold rolled steel. The modulus of elasticity of steel is around 3 time greater than aluminum. Can't remember if the KLA bar is hollow or what the diameter is to calculate the cross sectional area and the buckling/bending forces. Another key parameter when calculating buckling is how the ends are fixed - the KLA bar has a "Pinned - Pinned" end (both ends allow rotational but no longitudinal movement) whereas the CUP bar is "Fixed - Fixed" (does not allow either rotational or longitudinal movement) which is key since the buckling load decreases inversely proportionately to the square of the effective length and the effective length of a pinned-pinned column is 1/2 that of a fixed-fixed column of equal length. Not totally apples to apples since the KLA bar is a true column in buckling mode and the Cup bar is bent and consequently under bending forces, but it give you an idea of the different forces involved.
In practice, the difference in performance between the bars is most likely insignificantly, so - if you are interested in ease of use/installation and looks then the KLA, BK, etc., probably is the way to go but if you are interested in pure resistance to bending/chassis flex then you can't beat the Cup bar.
In practice, the difference in performance between the bars is most likely insignificantly, so - if you are interested in ease of use/installation and looks then the KLA, BK, etc., probably is the way to go but if you are interested in pure resistance to bending/chassis flex then you can't beat the Cup bar.
#53
Burning Brakes
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anyone try this with a Lindsey racing intake yet or, a triangulated brace with a Lindsey racing intake? Any sources? I may just swap out my racing dynamics one for a new upgrade if it will work with the LR intake.