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Note that the BBi roll bar you have shown in your post does meet the same FIA guidelines. The specs describe how closely this triangulation must occur to the main hoop attachments, and the BBi is within this spec.
Just trying to make sure folks don’t get the wrong impression from your post.
@gmgracing thanks for the insights, you clearly put a lot of work into producing your cage.
What are your thoughts about the front attachment points you chose compared to other cages which attach over the chassis ? Besides the obvious advantage of not having to cut the panels! I am asking from a safety / rigidity point of view. Thank you.
@gmgracing thanks for the insights, you clearly put a lot of work into producing your cage.
What are your thoughts about the front attachment points you chose compared to other cages which attach over the chassis ? Besides the obvious advantage of not having to cut the panels! I am asking from a safety / rigidity point of view. Thank you.
The bulkhead area of the chassis we use is both strong and minimally invasive. The panel does require a trim in order to allow the bars to protrude from their mounting location but does not require any drilling through the chassis or backing plates to be used on the underside.
More critically, we use the shock towers as the rear mounting points. Tying the shock towers together is a proven way to increase rigidity in the chassis.
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@gmgracing thanks for the insights, you clearly put a lot of work into producing your cage.
What are your thoughts about the front attachment points you chose compared to other cages which attach over the chassis ? Besides the obvious advantage of not having to cut the panels! I am asking from a safety / rigidity point of view. Thank you.
The fact is that there are many ways to design a roll bar, we choose to incorporate design elements from the Factory built Porsche GT3R race car that we compete with. The thought process behind this is to use the FIA safety standards for racing and make a bolt in unit that will share those characteristics but in a version that is able to be bolted simply in and minimally invasive on the interior trim panels.
What about where the shoulder straps connect to the bar?
On race cars I see short straps connected to a bar right behind the driver seat. With these rear bars we buy for our street cars I see very long straps connected way back far a horizontal section of the bar.
For some amusement - I recently purchased a Series II GT3 RS clubsport (half cage, extinguisher, cut out etc) - I requested the front part of the cage at time of purchase.
Just got the quote - $12k and 2k to 4k for fitment. This is not the titanium cage - just the run of mill mild steel tube variety I'd be interested to know the pricing in europe for the front part of the cage.
The bulkhead area of the chassis we use is both strong and minimally invasive. The panel does require a trim in order to allow the bars to protrude from their mounting location but does not require any drilling through the chassis or backing plates to be used on the underside.
More critically, we use the shock towers as the rear mounting points. Tying the shock towers together is a proven way to increase rigidity in the chassis.
In this picture, it looks like the mounting plate is too thick and the rear shock top mount stud can only reach a few threads in the nut.
Correct, this pic was taken during an installation.......
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What about where the shoulder straps connect to the bar?
On race cars I see short straps connected to a bar right behind the driver seat. With these rear bars we buy for our street cars I see very long straps connected way back far a horizontal section of the bar.
It all depends on the design of the cage for the race car and the location/size of the bulk head.
What about where the shoulder straps connect to the bar?
On race cars I see short straps connected to a bar right behind the driver seat. With these rear bars we buy for our street cars I see very long straps connected way back far a horizontal section of the bar.
Cup cars are designed with the harness bar in the rear of the car also.
Thanks mech33 for your contributions to this thread (and general facts based discussions of products for GT cars.) I have a Cantrell bar in my GT4 and like the bend at the top and measurements of the fit of all bars are helpful.
The bulkhead area of the chassis we use is both strong and minimally invasive. The panel does require a trim in order to allow the bars to protrude from their mounting location but does not require any drilling through the chassis or backing plates to be used on the underside.
More critically, we use the shock towers as the rear mounting points. Tying the shock towers together is a proven way to increase rigidity in the chassis.
Do you guys do customs gussets like BBI? I’d like the gussets on the main hoop to be oriented horizontally rather than vertically (à la the oem clubsport cage) and I like how your bar is the only one that I’ve seen on the market that is triangulated like that. Let me know.
It might be answered before, but is the half cage design like GMG's RSR a good one in terms of DE safety? I've been looking for a cage but really don't want to lost much of the rear space since I drive to track, sometimes a good 5hrs drive to VIR with a weekend worth of craps (clothes, ez up, etc.). Therefore, I would like to have the rear space for hauling stuffs on a longer/weekend trip.
Do you guys do customs gussets like BBI? I’d like the gussets on the main hoop to be oriented horizontally rather than vertically (à la the oem clubsport cage) and I like how your bar is the only one that I’ve seen on the market that is triangulated like that. Let me know.
We'll talk to our team about making custom gussets. In the meantime, we sent you a PM.
For anybody interested in possible custom gussets, please email Dom@gmgracing.com
06-24-2019, 07:56 PM
I'd be interested to know the pricing in europe for the front part of the cage. 
