Getting ready to have a Vortech V3 installed on my 87 GT. I have a BBK strut tower brace that I’ve had installed for years that I am gonna have to take off because it won’t clear supercharger pipe to throttle body. My question is do I replace it or is it really not worth it to do so? I know Maximum Motorsports make one that will clear the supercharger setup but I see so many cars, supercharged and not, without a strut brace that it makes me wonder if I’m wasting my money.
Strut Tower Brace
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The strut towr brace is designed for cornering mainly, so if you are just street cruising the car you will not notice a difference.
Was a pretty good thread on CC where Jack from MM chimed in and commenting that it really does nothing for cornering and comes into play mostly during hard braking. At that time, the shock towers tend to flex towards the rear of the car and that movement creates small changes in vehicle alignment. The biggest benefit is in road racing where you need to brake hard, and maintain your alignment specs to maneuver properly. Short of that, it really does nothing for handling/braking that you'd notice on a street driven car.
In terms of vehicle harmonics, it might change something, after all these are 25-35+ year old cars that can be pretty loose. I recently installed a rear shock brace that did nothing for handling but did eliminate some rattles from the rear hatch area. Having the rear hit bumps and have it be quieter was well worth the install of the brace. I plan on installing a front STB from MM to try and duplicate that result up front as well.
In terms of vehicle harmonics, it might change something, after all these are 25-35+ year old cars that can be pretty loose. I recently installed a rear shock brace that did nothing for handling but did eliminate some rattles from the rear hatch area. Having the rear hit bumps and have it be quieter was well worth the install of the brace. I plan on installing a front STB from MM to try and duplicate that result up front as well.
Good thread on the matter.
http://www.corner-carvers.com/forums/showthread.php?t=448&highlight=strut+tower+brace
I still plan to add one to my car, for the reasons outlined in post #140. But honestly that's the best I am expecting.
Post #143 is the one I was referring to about the loads under braking.
http://www.corner-carvers.com/forums/showthread.php?t=448&highlight=strut+tower+brace
I still plan to add one to my car, for the reasons outlined in post #140. But honestly that's the best I am expecting.
Post #143 is the one I was referring to about the loads under braking.
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It really comes into play with convertibles, they tend to develop a cowel shake when taking bumps, it may help in a collision but I have not seen any proof.
Fast Ronald
Member
I may install sub frame connectors of my own design on my Convertible and a design and build my own rear shock tower brace....have the front brace.....looking to keep the cars strength up...the ride may be firmer...but flex reduction is my goal
Don’t have to re invent the wheel . Through the floor subframe connectors will achieve what you want .
Vintage Mustang Forums. I've seen some articles or postings there through Google searches.
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Toss that curved Monte Carlo Bar
As this current discussion demonstrates, there is some degree of dissatisfaction with the inherent physics of the curved Monte Carlo Bars: http://forums.vintage-mustang.com/vintage-mustang-forum/820682-export-braces-2.html This is pretty interesting to me, as I'm currently producing, for...
www.vintage-mustang.com
Are you comparing 60's-70's metal technology to 90's tech?Toss that curved Monte Carlo Bar
As this current discussion demonstrates, there is some degree of dissatisfaction with the inherent physics of the curved Monte Carlo Bars: http://forums.vintage-mustang.com/vintage-mustang-forum/820682-export-braces-2.html This is pretty interesting to me, as I'm currently producing, for...
The body design tech of the 90's is far past the 60's-70's stuff.
In reality you will notice far less cowl (windshield/dash) shake with a strut tower brace of any type, the only deflection you will see would be in an impact, mostly side impacts.
Not at all. I'm just pointing out the discussion about how much strength each option brings to the equation. It's something to think about when considering tubig size/diameter and the like.
But are you forgetting that the fox body actually is 70's technology?
Where shocks in the rear of a 79-04 connect has no structural significance, unless you have coil-over shocks mounted there. The towers basically just hold the top of the shock. Really not a lot of stress on them unless you are playing out Duke of Hazzard fantasies. With a stock setup, a brace for them will be cosmetic only. The place to reinforce in the rear is the upper and lower control arm mounting points to the chassis.
I disagree with the no structural significance, I would say not a lot of structural significance, it is a unit body, adding that brace ties the wheel wells together higher up in the structure, granted it will be marginal but some is better than none.
Fast Ronald
Member
There are opinions plus or minus regarding rear shock tower braces.............I may begin building an adjustable brace due to differences in various years for the Fox body. Have been told for distances of 37" to 38 1/2" being a unibody car.to my mind any additional strength is a plus.
If all you want is general unibody strengthening, take a 1x2 steel tube (left over from what you buy for your home build subframe connectors - that's what I did), lay it on the floor pan between the wheel wells and weld it down. Better yet, put it under the floor and weld in place from underneath.
Rear shock tower braces I have seen pics of would be off the floor pan and connect the raised shock towers. To me, not much structural upgrade. Laying flat on floor and stitch or fully welded to floor, that is a different story.
I'm not getting into trying to explain why that would only add to the floor structure, and why a brace higher in the body would add rigidity, above my structural building knowledge.
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