Kla strut brace
11-14-2003 | 08:59 PM
#31
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Joined: Dec 2001
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From: Los Angeles
Jon Moeller
The triangulation will address a considerable amount of chassis flex in the front clip, in addition to the strut tower movement.
The strut towers do move fore/aft, and that movement has been addressed to some degree with Porsche made the TurboS, which is reflected in the additional bracing, clearly intended to reduce fore/aft strut tower flex which will adversely affect the front geometry. The triagulated bar simply takes it one step further.
Lastly, how is it possible for a triagulated bar to address strut tower movement any differently with respect to a simple strut to strut bar? The triangulated bar is still connecting the strut towers directly together just like a regular strut tower bar.
The triangulation will address a considerable amount of chassis flex in the front clip, in addition to the strut tower movement.
The strut towers do move fore/aft, and that movement has been addressed to some degree with Porsche made the TurboS, which is reflected in the additional bracing, clearly intended to reduce fore/aft strut tower flex which will adversely affect the front geometry. The triagulated bar simply takes it one step further.
Lastly, how is it possible for a triagulated bar to address strut tower movement any differently with respect to a simple strut to strut bar? The triangulated bar is still connecting the strut towers directly together just like a regular strut tower bar.
11-15-2003 | 02:14 PM
#32
TRB0 GUY
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From: Daphne, AL
Sorry, let me rephrase what I said... the additional members resist fore and aft movement. I wasn't trying to say that a triangulated bar is any less than the standard brace, but questioning whether or not the extra bars would create that much of a cornering difference as opposed to a simple bar.
In other words, are the extra members of the triangulated bars meant to help in cornering, or in hard decelleration (to keep neutral balance and stability)?
Kevin
In other words, are the extra members of the triangulated bars meant to help in cornering, or in hard decelleration (to keep neutral balance and stability)?
Kevin
11-17-2003 | 10:53 AM
#35
Instructor
Joined: Mar 2003
Posts: 244
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From: Florida
Tony,
Sorry for the late post but I have been out of town this weekend. If you will go to the WWW.KLAINDUSTRIES.NET web site and look at the pictures under the 944 strut brace section, you will see what prevents the forward and aft movement in the 944. The strut tower is well braced to prevent this movement by the sheetmetal inner fender. For forward and aft movement to happen the sheetmetal would have to streach and flex the firewall. I'm not real concerned about this movement.
Ken
Sorry for the late post but I have been out of town this weekend. If you will go to the WWW.KLAINDUSTRIES.NET web site and look at the pictures under the 944 strut brace section, you will see what prevents the forward and aft movement in the 944. The strut tower is well braced to prevent this movement by the sheetmetal inner fender. For forward and aft movement to happen the sheetmetal would have to streach and flex the firewall. I'm not real concerned about this movement.
Ken
11-19-2003 | 01:19 PM
#40
Instructor
Joined: Mar 2003
Posts: 244
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From: Florida
I calculated the strut tower flexing force in a 1 G turn.
Well, I finally calculated the lateral force induced into the top of the strut tower during a 1G turn. The following web site gives great info on the suspension calculations and set up a spreadsheet to do the calculations.
I measured the ball joint to the ground (5.2”) and the ball joint to the top of the strut (23.5”) on my wife’s 951 and plugged these and the weight (2899) into the sheet.
In a 1G turn the outside strut tower is subjected to 641.48 pounds of lateral force. Now, we can measure the deflection in the tower by attaching a small bracket to the top of the strut tower and applying 641.48 pounds of force pulling outward and seeing how far the tower flexes. Before we get into the discussion about both towers flexing please read the discussion at this web site.
http://www.e30m3performance.com/myt..._bar_theory.htm
Ken
I measured the ball joint to the ground (5.2”) and the ball joint to the top of the strut (23.5”) on my wife’s 951 and plugged these and the weight (2899) into the sheet.
In a 1G turn the outside strut tower is subjected to 641.48 pounds of lateral force. Now, we can measure the deflection in the tower by attaching a small bracket to the top of the strut tower and applying 641.48 pounds of force pulling outward and seeing how far the tower flexes. Before we get into the discussion about both towers flexing please read the discussion at this web site.
http://www.e30m3performance.com/myt..._bar_theory.htm
Ken
