As far as the three second drop on our mazdaspeed3 goes. I can mechanically explain why the gain was so severe. The mazdaspeed has gobs of wheel hop and torque steer problems. The car we ran our products on was running over 400 horsepower at the wheels. On such a small course like Adams wheel hop was quite literally killing his corner exits. He couldnt get on boost quick enough before the next corner without the steering wheel being ripped from his hands, and when he came into the corner the platform had a problem of the rear end "floating" away...If youve ever driven a speed3 or even a mazda 3 you will know exactly what I mean. Between the traction bar, Mid chassis, Trunk Brace, Trunk Cage, and rear tie, it made a large impact on his ability to stay on throttle longer and be on it earlier.

As for our Ford Fiesta that kicked ass at autocross, it again fell to A SERIES of chassis braces. There was huge weakness in the front crossmember at the point in which it connects to the actual unibody of the car. The rear torsion beam suspension was also in adequate. We created a torsion bar which essentially shortens up the lever arms on the torsion beam(has similar characteristics to an rsb) This added some oversteer to the car which in combination with our front crossmember brace, I brace, and Lateral braces caused a reduction in his times. Ill be honest. The other drivers that day werent exactly what id call The Stig..but he still did excellent and drew quite the crowd.

It may be worthwhile clarifying then that _some_ cars running _much more_ power than stock _may_ benefit from a strut brace, rather than some huge marketing spiel that it's a silver bullet for everyone.

As per my previous posts it isnt JUST a strut brace, it is an ENTIRE system. And the same facts about wheel hop and torque steer dont apply to rwd, This being said I feel that anyone even at stock would benefit from the braces. They allow for a more predictable and controllable car. I feel that you guys are reading into the strut tower braces too much, There are two other braces we produce which had their own benefits. The rear tie brace was notably a huge performer by preventing bushing deflection. take a look at the following link for more info on that problem...granted it is shown on a cts v however the theory is still the same...[ame="http://www.youtube.com/watch?feature=player_embedded&v=JHt_-MX9wF0"]http://www.youtube.com/watch?feature=player_embedded&v=JHt_-MX9wF0[/ame]
The mid chassis brace was also a performer...linking the unibody and crossmembers is always a sound idea as these are load bearing joints.

As per my previous posts it isnt JUST a strut brace, it is an ENTIRE system. And the same facts about wheel hop and torque steer dont apply to rwd, This being said I feel that anyone even at stock would benefit from the braces. They allow for a more predictable and controllable car. I feel that you guys are reading into the strut tower braces too much, There are two other braces we produce which have their own benefits. The rear tie brace was notably a huge performer by preventing bushing deflection. take a look at the following link for more info on that problem...granted it is shown on a cts v however the theory is still the same...[ame="http://www.youtube.com/watch?feature=player_embedded&v=JHt_-MX9wF0"]http://www.youtube.com/watch?feature=player_embedded&v=JHt_-MX9wF0[/ame]
The mid chassis brace was also a performer...linking the unibody and crossmembers is always a sound idea as these are load bearing joints. You guys need to remember this is what we have done every day for two years straight. Nothing but getting new cars in and testing products on them. what feels right, what doesnt, what works well under what conditions...etc. We spent weeks talking, designing and tweaking designs BEFORE we even got an Frs into the shop. Once we had it there we played with it for quite a while and let the owner give us feedback. We dont do computer simulations and stuff like that. Take a look at GT SPEC CUSCO or TANABE they dont either...Any of the stuff that they do have(very little) has holes in it or could easily be tampered with. Empirical data is hard to collect from chassis rigidity...even main manufactures struggle with EMPIRICAL data on how much stiffer a chassis is. I know we are the new kids on the block and that means we are going o take all the heat but we encourage you to think about all this. Believe me, I would love to come in here and give you all sorts of numerical, empirical, and computer generated numbers on how much faster your car will be, however that technology isnt used by anyone in the chassis brace field. We wouldnt be able to build braces for the prices we do if we were using the million dollar chassis torsion machines. We go off of trial and error. What you guys get is the result of our years of doing this. What we have found to work. There inst some dyno for the chassis where we can hook it up and spit out a numeric value of torsional rigidity increases.

I think it is your 3 second improvement we are questioning.

No, the ford fiesta has a torsion beam rear suspension. By placing a torsion bar ON THE STOCK TORSION BEAM it reduced the lever arms. http://www.tbperformanceproducts.com...s/IMG_3495.jpgIt did NOT have any other modifications done to it ie. lowering springs, sways, intake, exhaust, tires, wheels etc) As for the mazdaspeeds 3 second gain please go back and read the section on the the mechanical reasons why it occured. I am not saying the FRS will witness the same gains because we are working with COMPLETELY different platforms(fwd vs rwd, turbo vs NA) but it will have gains because we have already witnessed it!

^
Ah, my apologies. Misunderstanding.

No worries! It happens lol

@ TB

I want to read more about your chassis brace products, but your posts are mostly just a massive wall of text, which is difficult to read.

Paragraphs, please!