strut tower brace

[fsjdw2]

The primary benefit of these components is to prevent changes in suspension geometry under heavy cornering forces. In a suspension system utilizing Macpherson struts, the wheel and tire are held in alignment throughout the full span of suspension travel primarily by the strut's attachment to the unibody frame. During hard cornering, the attachment point is under extreme stress, which can result in flexing of the unibody. If the unibody flexes enough it can cause changes in suspension geometry. Unexpected changes in suspension geometry can change the direction the tire is pointed, which can result in undesirable handling qualities.

If you are a Bronco Sport owner concerned about handling qualities associated with unibody flexing under maximum cornering forces you have likely purchased the wrong vehicle.

Incidentally, this discussion highlights the danger of trimming away pinch welds in the interest of installing larger-diameter tires. These pinch welds connect different components of the unibody together, and eliminating or weakening them can reduce rigidity of the unibody, which will then flex more under load. I guess if you trim away your pinch welds you might try to make up for the loss in rigidity with a strut tower brace, but then you will have made yourself a suspension engineer doing real-world testing on a new design. No thanks.

Well said. A mustang benefits from a strut tower brace.(they are factory included on the BOSS models and up). A FOcus RS woudl benefit from a strutt tower brace.

Sponsored

 

[Escape2Bronco]

The primary benefit of these components is to prevent changes in suspension geometry under heavy cornering forces. In a suspension system utilizing Macpherson struts, the wheel and tire are held in alignment throughout the full span of suspension travel primarily by the strut's attachment to the unibody frame. During hard cornering, the attachment point is under extreme stress, which can result in flexing of the unibody. If the unibody flexes enough it can cause changes in suspension geometry. Unexpected changes in suspension geometry can change the direction the tire is pointed, which can result in undesirable handling qualities.

If you are a Bronco Sport owner concerned about handling qualities associated with unibody flexing under maximum cornering forces you have likely purchased the wrong vehicle.

Incidentally, this discussion highlights the danger of trimming away pinch welds in the interest of installing larger-diameter tires. These pinch welds connect different components of the unibody together, and eliminating or weakening them can reduce rigidity of the unibody, which will then flex more under load. I guess if you trim away your pinch welds you might try to make up for the loss in rigidity with a strut tower brace, but then you will have made yourself a suspension engineer doing real-world testing on a new design. No thanks.

Unless you plan on running the Baja 1000 in the Sport, probably not needed. I could see it more so in a WildTrak if you live out west and plan on running fast on the desert runs. It probably wont hurt but like the engine cover, not sure you will notice it one way or another unless it get in the way of doing something else under the hood.

 

[Mark S.]

Unless you plan on running the Baja 1000 in the Sport, probably not needed.

I don't think it would be much of a benefit even then. I think it would be very hard to notice the subtle difference in handling on a low-traction surface.

 

[Escape2Bronco]

I don't think it would be much of a benefit even then. I think it would be very hard to notice the subtle difference in handling on a low-traction surface.

Not so much in the handling but more for structural integrity. You see this quite a bit on upper end IFS off roaders.

 

[BroncoMike]

Incidentally, this discussion highlights the danger of trimming away pinch welds in the interest of installing larger-diameter tires. These pinch welds connect different components of the unibody together, and eliminating or weakening them can reduce rigidity of the unibody, which will then flex more under load. I guess if you trim away your pinch welds you might try to make up for the loss in rigidity with a strut tower brace, but then you will have made yourself a suspension engineer doing real-world testing on a new design. No thanks.

I've not taken the trim panel off of my BS to look at the pinch weld yet, but if it's like most of the pinch welds I've seen, there is excess material outside of the weld that may not have any function other than a manufacturing tolerance to ensure there is enough to weld. I'm no auto body engineer, and I'm not interested in testing my theory, but is there anyone with relevant experience that can comment with some authority on the effect of removal of the material outside the weld plane?

If it is of structural value, perhaps much or all of that could be regained by welding the trimmed area with an edge weld?

 

[Escape2Bronco]

I've not taken the trim panel off of my BS to look at the pinch weld yet, but if it's like most of the pinch welds I've seen, there is excess material outside of the weld that may not have any function other than a manufacturing tolerance to ensure there is enough to weld. I'm no auto body engineer, and I'm not interested in testing my theory, but is there anyone with relevant experience that can comment with some authority on the effect of removal of the material outside the weld plane?

If it is of structural value, perhaps much or all of that could be regained by welding the trimmed area with an edge weld?

It provides structural support. Think of the spot weld as a bolt. The extra material beyond the spot weld helps reduce the forces on the actual weld.

 

[Meanderthal]

I've not taken the trim panel off of my BS to look at the pinch weld yet, but if it's like most of the pinch welds I've seen, there is excess material outside of the weld that may not have any function other than a manufacturing tolerance to ensure there is enough to weld. I'm no auto body engineer, and I'm not interested in testing my theory, but is there anyone with relevant experience that can comment with some authority on the effect of removal of the material outside the weld plane?

If it is of structural value, perhaps much or all of that could be regained by welding the trimmed area with an edge weld?

Judging by some pictures that have been shown here, there isn’t much material outside of the spot weld on the flanges. Once you start to trim, you get into the welds pretty quickly.

 

[Osco]

Grinding wheel well spot welds, one more thing used BS buyers need to watch out for.
I would not even consider a used unibody vehicle that had weld points missing from the unibody.

 

[Mark S.]

If it is of structural value, perhaps much or all of that could be regained by welding the trimmed area with an edge weld?

Good question. As Steve notes, the welded areas distributes structural loads to the metal around them. In addition, a good pinch weld includes adhesive between the two joined parts to prevent water/contaminant intrusion.

 

[Fossil]

I have a STB on my Mustang SVT that I used for some autocross fun and felt it made a difference.
I feel that for soft roading it isn't needed but don't see what it would hurt. But who says the Sport is a one trick pony? Check out the Maverick video, this is where a brace could help. This Maverick has a tune and runs 13.50s in the quarter.

 

[dakman]

The stb looks like a very simple install on the bs. It most definitely made a difference on my Focus. No reason not to rock it you want. If I install a Flatout or similar co setup, I'll be drilling those towers and installing a setup similar to what I did to my Focus

 

[LazyDirtFarmer]

I had STBs on my 2004 Mustang; I could feel the difference as soon as I got into some twisty roads. I'm Older, Wiser, and Lazier now. So, I'll skip adding them on the BS.

On the pinch welds: I'm not directly in automotive, but I'm a Quality Engineer and Project Manager... My thinking is that if a design engineer puts a weld, bolt, or screw somewhere, it's because it needs to be there. There's cost considerations early in the design phase of a project. The engineers aren't adding extra parts or steps in the manufacturing process unless there's a reason for it. And, as cost effective (cheap) as Ford is getting... I doubt even an extra plastic push-rivet would get through their scrutiny. And, just like on a suspension bridge, a fault in one part of the structure can bring the whole thing down.

Sorry to bring this up again ... That's why I went and got an Engine Cover.

 

[Mark S.]

This Maverick has a tune and runs 13.50s in the quarter.

Looks like fun! I don't think a strut brace is going to overcome the disadvantages of the one-inch factory lift and AT3W tires on my Badlands. Might be good for a laugh though!

 

[Fossil]

Looks like fun! I don't think a strut brace is going to overcome the disadvantages of the one-inch factory lift and AT3W tires on my Badlands. Might be good for a laugh though!

right, you might be better on sand

 

[Mark S.]

right, you might be better on sand

We got to run a Badlands through the "confidence course" at the Bronco Off-Roadeo in Texas. Definitely better on sand.

Sponsored