Strut bar: Difference between revisions
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{{Short description|Automotive suspension accessory}} |
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{{Unreferenced|date=June 2009}} |
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{{More citations needed|date=February 2023}} |
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[[Image:Strut bar ng sentra.JPG|thumb|mounted strut bar]] |
[[Image:Strut bar ng sentra.JPG|thumb|mounted strut bar]] |
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A '''strut bar''', '''strut brace''', or '''strut tower brace (STB)''' is an automotive [[Suspension (vehicle)|suspension]] accessory |
A '''strut bar''', '''strut brace''', or '''strut tower brace (STB)''' is an automotive [[Suspension (vehicle)|suspension]] accessory on a [[monocoque]] or [[Vehicle frame#Unibody|unibody]] [[chassis]] to provide extra stiffness between the strut towers. |
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With a MacPherson strut suspension system where the [[Spring (device)|spring]] and [[shock absorber]] |
With a [[MacPherson strut]] suspension system where the [[Spring (device)|spring]] and [[shock absorber]] combine in one suspension unit, which also replaces the upper control arm, the entire vertical suspension load is transmitted to the top of the vehicle's strut tower. This is different from a [[double wishbone suspension]] where the spring and shock absorber may share the load separately. In general terms, a strut tower in a monocoque chassis is a reinforced portion of the inner wheel well and is not necessarily directly connected to the main chassis rails. For this reason, there is inherent flex within the strut towers relative to the chassis rails. |
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== Function == |
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A strut bar is designed to reduce this strut tower flex by tying the two strut towers together. This transmits the load off each strut tower during cornering which ties the two towers together and reduces chassis flex. To accomplish this effectively (especially on MacPherson strut suspensions), the bar must be rigid throughout its length. |
A strut bar is designed to reduce this strut tower flex by tying the two strut towers together. This transmits the load off each strut tower during cornering which ties the two towers together and reduces chassis flex. The transmission of load provides an increase in steering control accuracy going into a corner, reducing the possibility of the vehicle sliding or losing traction.<ref name=":0">{{Cite web |date=2018 |title=151-MEACS-MSME |url=https://iopscience.iop.org/article/10.1088/1757-899X/327/3/032039/pdf |access-date=2023-02-14 |website=iopscience.iop.org |doi=10.1088/1757-899X/327/3/032039}}</ref> To accomplish this effectively (especially on MacPherson strut suspensions), the bar must be rigid throughout its length. Many manufacturers have fitted strut braces to performance models as standard or optional equipment. |
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[[File:A-Single-piece-and-b-hinged-type-strut-bar.png|thumb|(a) Single-piece and (b) hinged type strut bar|255x255px]] |
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=== Types === |
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Many manufacturers have fitted strut braces to performance models as standard or optional equipment, including the [[Acura CL|Acura CL Type-S]], [[Acura TSX]], [[BMW M3]], [[BMW 3-Series]], [[Buick Regal]], [[Ford Mustang#Special editions and designers|Ford Mustang Bullitt]], [[Holden Commodore|Holden VY II Commodore]], [[Honda Crosstour]], [[Honda Integra Type R]], [[Hyundai Genesis Coupe]], [[Mazda Protege]] 5, [[Mazda RX-8]], [[Mitsubishi Colt#Colt Ralliart Version-R|Mitsubishi Colt Ralliart]], [[Mitsubishi Lancer Evolution]], [[Mitsubishi Outlander]], [[Mitsubishi Eclipse]], [[Nissan Altima]], [[Nissan Skyline]], [[Nissan 350Z]], [[Pontiac GTO#Revival|Pontiac GTO]], [[Pontiac Bonneville|Pontiac Bonneville GXP]], [[Saab 900#Saab 900 NG .281994-1998.29|Saab 900 NG]], [[Toyota MR2]], [[Toyota Solara]], [[Toyota Camry|Toyota Camry SE]], [[Volvo S60]] and the [[Subaru Legacy]] |
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Most strut bars follow one of two design types. These designs include:<ref name=":1" /> |
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* A single-piece strut bar (most common) |
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== GM vehicles == |
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* A hinged type strut bar |
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A single-piece strut bar is typically more durable and provides more rigidity as compared to the hinged type strut. However, the hinged type strut can allow for easier fitment of engine components due to its ability to move or pivot. |
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=== Benefits === |
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Many GM [[front wheel drive]] vehicles in the 1990s and later came factory equipped with strut tower braces as standard equipment. For example, the [[GM H platform (FWD)|H body]] [[Buick Lesabre]], [[GM C platform (FWD)|C body]] [[Buick Park Avenue]], their Olds and Pontiac brethren, [[GM E platform|E-body]] cars such as the [[Buick Riviera]], [[Buick Reatta]], [[Oldsmobile Toronado]], [[Cadillac Eldorado]] and [[Cadillac Seville]], and so on. The [[GM W platform|W-body]] '91 to '95 [[Oldsmobile Cutlass Supreme]] convertibles and [[Buick Regal]] came with a STB, whereas most W-body coupes and sedans did not. |
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Beyond reducing chassis flex and increasing steering control accuracy in a corner, other benefits of strut bars include:<ref name=":0" /> |
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* Increasing driving stability on a straight road |
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* Reducing car body deformation on low-quality roads |
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* Increasing stability under high loads and aggressive driving |
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* Protecting passengers from the engine being pushed into the cabin from a head-on collision |
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* Extending vehicle operation life |
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* Reducing [[body roll]] |
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=== Disadvantages === |
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Some manufacturers have avoided the use of a strut bar due to a drawback in having the strut towers connected. The force from a significant impact or collision to one side of a vehicle would be distributed across the two struts leading to possible damages on both sides of the vehicle. This results in a higher repair cost.<ref name=":0" /> |
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Although a strut bar is useful for improving the handling of a vehicle, in motorsports applications, the added weight from a traditional steel or aluminum strut bar can come as a disadvantage. To offset this issue, alternative materials for strut bars are being researched with carbon fiber being the main focus, as it can provide more strength in relation to its overall weight compared to most materials.<ref name=":1">{{Cite journal |date=2021 |title=Composite Optimization of Automotive Carbon Fiber Strut Bar Using Hyperworks Optistruct |url=https://iopscience.iop.org/article/10.1088/1742-6596/1793/1/012072/pdf |journal=Journal of Physics: Conference Series |doi=10.1088/1742-6596/1793/1/012072 |access-date=2023-02-14|doi-access=free }}</ref> |
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<gallery class="center" widths="200" heights="200"> |
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</gallery> |
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== See also == |
== See also == |
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*[[Lower tie bar]] |
*[[Lower tie bar]] |
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== References == |
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<references /> |
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== External links == |
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*[http://eng.ultraracing.me/ultra-racing-bars-what-is-this-and-how-it-works Ultra Racing Bars - What is this and how it works?] |
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{{Authority control}} |
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[[Category:Automotive suspension technologies]] |
[[Category:Automotive suspension technologies]] |
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Latest revision as of 10:52, 6 April 2024
 | This article needs additional citations for verification. (February 2023) |
A strut bar, strut brace, or strut tower brace (STB) is an automotive suspension accessory on a monocoque or unibody chassis to provide extra stiffness between the strut towers.
With a MacPherson strut suspension system where the spring and shock absorber combine in one suspension unit, which also replaces the upper control arm, the entire vertical suspension load is transmitted to the top of the vehicle's strut tower. This is different from a double wishbone suspension where the spring and shock absorber may share the load separately. In general terms, a strut tower in a monocoque chassis is a reinforced portion of the inner wheel well and is not necessarily directly connected to the main chassis rails. For this reason, there is inherent flex within the strut towers relative to the chassis rails.
Function
[edit]A strut bar is designed to reduce this strut tower flex by tying the two strut towers together. This transmits the load off each strut tower during cornering which ties the two towers together and reduces chassis flex. The transmission of load provides an increase in steering control accuracy going into a corner, reducing the possibility of the vehicle sliding or losing traction.[1] To accomplish this effectively (especially on MacPherson strut suspensions), the bar must be rigid throughout its length. Many manufacturers have fitted strut braces to performance models as standard or optional equipment.
Types
[edit]Most strut bars follow one of two design types. These designs include:[2]
- A single-piece strut bar (most common)
- A hinged type strut bar
A single-piece strut bar is typically more durable and provides more rigidity as compared to the hinged type strut. However, the hinged type strut can allow for easier fitment of engine components due to its ability to move or pivot.
Benefits
[edit]Beyond reducing chassis flex and increasing steering control accuracy in a corner, other benefits of strut bars include:[1]
- Increasing driving stability on a straight road
- Reducing car body deformation on low-quality roads
- Increasing stability under high loads and aggressive driving
- Protecting passengers from the engine being pushed into the cabin from a head-on collision
- Extending vehicle operation life
- Reducing body roll
Disadvantages
[edit]Some manufacturers have avoided the use of a strut bar due to a drawback in having the strut towers connected. The force from a significant impact or collision to one side of a vehicle would be distributed across the two struts leading to possible damages on both sides of the vehicle. This results in a higher repair cost.[1]
Although a strut bar is useful for improving the handling of a vehicle, in motorsports applications, the added weight from a traditional steel or aluminum strut bar can come as a disadvantage. To offset this issue, alternative materials for strut bars are being researched with carbon fiber being the main focus, as it can provide more strength in relation to its overall weight compared to most materials.[2]
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Front strut bar -
The strut bar also serves as mounting bracket for the overflow container of the mk2 Saab Sonett. -
Oldsmobile Regency (H-Body) Factory STB
_3800_Series_II_V6_Engine.jpg)
See also
[edit]References
[edit]- ^ a b c "151-MEACS-MSME". iopscience.iop.org. 2018. doi:10.1088/1757-899X/327/3/032039. Retrieved 2023-02-14.
- ^ a b "Composite Optimization of Automotive Carbon Fiber Strut Bar Using Hyperworks Optistruct". Journal of Physics: Conference Series. 2021. doi:10.1088/1742-6596/1793/1/012072. Retrieved 2023-02-14.