mjensen

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...

Oddjob

As I mentioned in previous posts & threads, I made up the original batch of the TC bars a few years ago because I wanted an actual Cup bar for my own car (I was building a Turbo Cup/Club Sport replica). These bars were never made as competition to other aftermarket strut tower braces; and I did not advertise them as such. They are what they are – a copy of the factory motorsport bar as used on the Euro & Canadian Turbo Cup cars and the US S/S2/Turbo Club Sports (raced in the SCCA Escort and IMSA Firehawk series). There is a very small market for people that want the factory Cup look, and that is who these bars are for.

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.

Rich Sandor

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.

Skip Wolfe

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.

lee101315

So are there any left over from the last run, or any interest in making another batch?

Oddjob

Yes, there are a few still left from the last batch I made. Feel free to PM me if interested.

951Saga

Thank you Jim, quality piece!

kev951

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.