Adjustable Strut Tower Brace
Thread Starter
Member
Joined: Feb 2012
Posts: 189
Likes: 2
From: Tokyo, Japan
Car: 92 camaro convertible z28
Engine: 305 TPI
Transmission: Swapped from 700R4 to T5
Axle/Gears: Stock Posi. Ratio is not known
Adjustable Strut Tower Brace
When attaching an adjustable strut tower brace, should I give it torque by pulling inward, or pushing out outward?
Thanks.
Thanks.
Joined: Jun 2009
Posts: 832
Likes: 1
From: Lawrence KS
Car: 91 z28
Engine: LS1
Transmission: 4L60e
Axle/Gears: 10 bolt 3.42
Re: Adjustable Strut Tower Brace
You will get better responses by posting in the "suspension" sub forum.
https://www.thirdgen.org/forums/suspension-chassis/
https://www.thirdgen.org/forums/suspension-chassis/
Re: Adjustable Strut Tower Brace
Ideally, neither, though the case can be made for tension (pulling inward)
When the car corners the loaded wheel is leveraging the strut outward. A small amount of strut tower flex can cause a significant increase in camber. Think of the tire surface as one side of a lever, the balljoint as a fulcrum, and the end of the strut as the output side of this lever. Divide the length of the balljoint to strut end by the tire to the balljoint end and multiply that times the lateral force at the tire inward and that will give you how much force is working outward on that strut tower in a corner.
Of course the inside tire is doing the opposite but it is far more lightly loaded than the outside tire, and the strut towers want to move inboard on bumps because the struts angle inboard. Just some things to consider.
IMHO the thing that will affect handling the most is gaining camber on the loaded outside tire. The thing to consider with this is that all this outward force on the tower is being transmitted through the strut piston which iirc is something like 22mm (??) in diameter, and relatively long. So it flexes and gives you camber even if the strut tower itself was infinitely stiff.
When the car corners the loaded wheel is leveraging the strut outward. A small amount of strut tower flex can cause a significant increase in camber. Think of the tire surface as one side of a lever, the balljoint as a fulcrum, and the end of the strut as the output side of this lever. Divide the length of the balljoint to strut end by the tire to the balljoint end and multiply that times the lateral force at the tire inward and that will give you how much force is working outward on that strut tower in a corner.
Of course the inside tire is doing the opposite but it is far more lightly loaded than the outside tire, and the strut towers want to move inboard on bumps because the struts angle inboard. Just some things to consider.
IMHO the thing that will affect handling the most is gaining camber on the loaded outside tire. The thing to consider with this is that all this outward force on the tower is being transmitted through the strut piston which iirc is something like 22mm (??) in diameter, and relatively long. So it flexes and gives you camber even if the strut tower itself was infinitely stiff.
Thread Starter
Member
Joined: Feb 2012
Posts: 189
Likes: 2
From: Tokyo, Japan
Car: 92 camaro convertible z28
Engine: 305 TPI
Transmission: Swapped from 700R4 to T5
Axle/Gears: Stock Posi. Ratio is not known
Re: Adjustable Strut Tower Brace
Thanks for the reply.
So if cornering is considered first, I should give it tension (pulling inward), and if driving comfort (on bumps) is considered, I should give it just the opposite (pushing outward).
Is this correct?
As you said, when I accidentally released the tension (it was pulled inward already when I bought the car), the handling became dull and instead riding comfort improved (felt milder in NVH), and this seems to prove what you've said...
BTW, without the tower brace, which way does each strut upper mount tend to go over the years, outside or inside?
I just think a strut tower brace can prevent the front section of the body from losing its original shape...
So if cornering is considered first, I should give it tension (pulling inward), and if driving comfort (on bumps) is considered, I should give it just the opposite (pushing outward).
Is this correct?
As you said, when I accidentally released the tension (it was pulled inward already when I bought the car), the handling became dull and instead riding comfort improved (felt milder in NVH), and this seems to prove what you've said...
BTW, without the tower brace, which way does each strut upper mount tend to go over the years, outside or inside?
I just think a strut tower brace can prevent the front section of the body from losing its original shape...
Ideally, neither, though the case can be made for tension (pulling inward)
When the car corners the loaded wheel is leveraging the strut outward. A small amount of strut tower flex can cause a significant increase in camber. Think of the tire surface as one side of a lever, the balljoint as a fulcrum, and the end of the strut as the output side of this lever. Divide the length of the balljoint to strut end by the tire to the balljoint end and multiply that times the lateral force at the tire inward and that will give you how much force is working outward on that strut tower in a corner.
Of course the inside tire is doing the opposite but it is far more lightly loaded than the outside tire, and the strut towers want to move inboard on bumps because the struts angle inboard. Just some things to consider.
IMHO the thing that will affect handling the most is gaining camber on the loaded outside tire. The thing to consider with this is that all this outward force on the tower is being transmitted through the strut piston which iirc is something like 22mm (??) in diameter, and relatively long. So it flexes and gives you camber even if the strut tower itself was infinitely stiff.
When the car corners the loaded wheel is leveraging the strut outward. A small amount of strut tower flex can cause a significant increase in camber. Think of the tire surface as one side of a lever, the balljoint as a fulcrum, and the end of the strut as the output side of this lever. Divide the length of the balljoint to strut end by the tire to the balljoint end and multiply that times the lateral force at the tire inward and that will give you how much force is working outward on that strut tower in a corner.
Of course the inside tire is doing the opposite but it is far more lightly loaded than the outside tire, and the strut towers want to move inboard on bumps because the struts angle inboard. Just some things to consider.
IMHO the thing that will affect handling the most is gaining camber on the loaded outside tire. The thing to consider with this is that all this outward force on the tower is being transmitted through the strut piston which iirc is something like 22mm (??) in diameter, and relatively long. So it flexes and gives you camber even if the strut tower itself was infinitely stiff.
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