nascar door(s)...
#1
Racer
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I would like to know as I am having a cage built, if anyone is doing both, driver and passenger nascar doors or just the driver door on my 951. I am building my car as an F class PCA and a GTS NASA.
#2
Three Wheelin'
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I have bars in both doors. If anything, it will add more stiffness, one side could lead to a slight twist under extreme conditions. That is just a guess on my part. Going racing this season? Maybe I'll see you on the track!!!! (red 944s2 with big yellow hornet on doors and hood,#400 with NASA and PCA)
#4
Racer
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Thanks, I like the kirk racing cage options, I have a certified welder to finish the job. I thought I would go with both nascar doors if the rules allowed. I will be racing with NASA and PCA this year, going for my "rookie" license @ BFR in april with NASA. I will be running a black '86 951(don't know what number yet...).
#5
Drifting
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The Nascar door bars are heavier and I don't believe they will be as stiff as an X. If you want more room on the driverside you can put a slight bend in the bars that form the X.
Here's what I did:
Here's what I did:
#6
Drifting
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I prefer them kinked right at the intersection, for strength. I've seen the wavy, double-S bars fail. (they like to fold with a lot of unsupported bends)
my preference
other view
my preference
other view
#7
Race Director
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An X that is not in a single plane is weaker than the flat X. You have the same issue as with NASCAR bars in that the bars are not the shortest distance between two points. They also don't have the torsional rigidity.
Rather than being the best of both worlds, and non-flat plane X is probably the worst of both worlds.
Rather than being the best of both worlds, and non-flat plane X is probably the worst of both worlds.
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#8
Drifting
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I'd personally take a gusseted, kinked X to save my elbow (gusseted for strength) over a close-to-my-arm X on the driver's side. The Kinked X will transmit a lateral impact into the surrounding framework of the cage just fine - it is the frontal offset or rear offset impact that betrays its weakness, which is why I always want to see a sill bar to transmit some of those forces.
I've recently witnessed a wavy-X, no-sill bar car fold the floorpan (and as a reault, waste the tub) as a result of poor design.
While I agree with Geo on the face of it, I am attached to my left arm (pun intended). ;^)
How've you been, George?
I've recently witnessed a wavy-X, no-sill bar car fold the floorpan (and as a reault, waste the tub) as a result of poor design.
While I agree with Geo on the face of it, I am attached to my left arm (pun intended). ;^)
How've you been, George?
#9
Drifting
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An X that is not in a single plane is weaker than the flat X.
Last edited by Cory M; 01-23-2006 at 10:20 PM.
#10
Drifting
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Originally Posted by Cory M
Although, if the front or rear impact is hard enough to crumple the tub it may be a good thing that the energy is dissipated that way rather than transmitted to the driver...
#11
Race Director
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Originally Posted by Cory M
No doubt that this is true, but every cage is a series of compromises to make the cage fit the car and driver....
#12
Race Director
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Originally Posted by keith
While I agree with Geo on the face of it, I am attached to my left arm (pun intended). ;^)
How've you been, George?
How've you been, George?
To stay somewhat on topic, how did you go about painting the inside of your car? The cage certainly complicates matters (like getting to everything w/o getting ON fresh paint) and since our cages are pretty similar I thought perhaps you could give me a few tips. I sure do hope to be painting before TOO long.