TwinReverb
Well-Known Member
Just to give you a timeline with this new part. the first of us who got the brace this last week ordered on March 17th.
The wait is worth it.
The wait is worth it.
Sponsored
Sponsored
- Status
rvlyssup
Vag...Gun...Stang-NUT
- Joined
- Apr 11, 2015
- Threads
- 104
- Messages
- 1,233
- Reaction score
- 449
- Location
- Palmdale...The High Desert of SoCal.
- First Name
- Rand
- Vehicle(s)
- Lotsa...
Ordered mine 3/18 and it arrives today.
I'm sure lead times going forward will be much shorter. Still well worth the wait IMHO.
I'm sure lead times going forward will be much shorter. Still well worth the wait IMHO.
Sithel
Well-Known Member
A few pages back on March 17th, BMR said this:
So assuming everyone now getting their front subframe brace is on the first batch, I would think in a about 3-4 weeks people will be getting what is backordered. I ordered last week through Lethal Performance and actually just talked to Chris today from Lethal and he also said about 3 weeks out.
zanGTA
Well-Known Member
- Joined
- Dec 7, 2015
- Threads
- 16
- Messages
- 196
- Reaction score
- 17
- Location
- Garda Lake (IT)
- Vehicle(s)
- Mustang GT Premium 2015
Waiting is not a problem. I only would like to know less or more the ETA. I bought a lot of items (basically everything for suspension, xpipe, strut brace, etc) and all these items are in hold at my us address. I have 1 month of free storage for each item and i can save a lot of money with consolidation service.
So my deadline is beginning of May when I'll be forced to ship what arrived. If I would be able to know if this brace will arrive in time I'll wait. If not i could ship right now and start to install everything.
So my deadline is beginning of May when I'll be forced to ship what arrived. If I would be able to know if this brace will arrive in time I'll wait. If not i could ship right now and start to install everything.
Sponsored
Coaster
RallyNorthAmerica.com
- Joined
- Jan 9, 2015
- Threads
- 11
- Messages
- 937
- Reaction score
- 455
- Location
- Central Ohio
- Website
- www.imprtcl.com
- First Name
- Brian
- Vehicle(s)
- '15 Fastback GT Guard
Here are some pictures of the BMR and Steeda bars next to each other.
OP
OP
BMR Tech
Well-Known Member
- Joined
- Sep 4, 2014
- Threads
- 168
- Messages
- 5,141
- Reaction score
- 3,711
- Location
- Tampa, FL
- Website
- www.bmrsuspension.com
- First Name
- Dion
- Vehicle(s)
- 2018 GT, 2010 GT500, 2019 F-150 5.0
- Thread starter
- #322
For those waiting, we are working as hard as we can to get the new batch built for you. We have the guys in the shop working overtime to keep up with the S550 products right now.
We expected to ship a lot, but we did not expect to ship this many. Thanks for all of your support!
We expected to ship a lot, but we did not expect to ship this many. Thanks for all of your support!
zanGTA
Well-Known Member
- Joined
- Dec 7, 2015
- Threads
- 16
- Messages
- 196
- Reaction score
- 17
- Location
- Garda Lake (IT)
- Vehicle(s)
- Mustang GT Premium 2015
Who ordered on 4th, is in the first or second batch? :hail:
wildcatgoal
@sirboom_photography
OP
OP
BMR Tech
Well-Known Member
- Joined
- Sep 4, 2014
- Threads
- 168
- Messages
- 5,141
- Reaction score
- 3,711
- Location
- Tampa, FL
- Website
- www.bmrsuspension.com
- First Name
- Dion
- Vehicle(s)
- 2018 GT, 2010 GT500, 2019 F-150 5.0
- Thread starter
- #325
Anyone who has not been charged, or the item shipped, would be in the second batch - yes.
Sponsored
havasu486
Well-Known Member
- Joined
- Oct 26, 2015
- Threads
- 23
- Messages
- 485
- Reaction score
- 171
- Location
- Tinley Park, IL
- First Name
- Ted
- Vehicle(s)
- 2018 Mustang GT350 Electronics Package, Lead Foot Gray
When you build a good product this is what happens. "Build it and they will come"
Coaster
RallyNorthAmerica.com
- Joined
- Jan 9, 2015
- Threads
- 11
- Messages
- 937
- Reaction score
- 455
- Location
- Central Ohio
- Website
- www.imprtcl.com
- First Name
- Brian
- Vehicle(s)
- '15 Fastback GT Guard
Installed it tonight.
The hardest part is by far getting the spacers into position inside the subframe.
I used my fingers and a small punch to break the tabs inside the frame off then a magnetic pickup tool to get them out so they don't rattle around. After that I used a larger punch to tap the spacer over until I could fit the tip of the punch up through from the bottom the way the bolt will go in. Then I tapped it up to align the spacer. The drivers side fought me more and took about 30 min, passengers side took me 10 min.
After that removing the control arm bolts and getting the brace in place is easy. Then tighten everything down and torque to spec.
Stupid Tabs!
Done
From below
The hardest part is by far getting the spacers into position inside the subframe.
I used my fingers and a small punch to break the tabs inside the frame off then a magnetic pickup tool to get them out so they don't rattle around. After that I used a larger punch to tap the spacer over until I could fit the tip of the punch up through from the bottom the way the bolt will go in. Then I tapped it up to align the spacer. The drivers side fought me more and took about 30 min, passengers side took me 10 min.
After that removing the control arm bolts and getting the brace in place is easy. Then tighten everything down and torque to spec.
Stupid Tabs!
Done
From below
- Joined
- Feb 17, 2014
- Threads
- 157
- Messages
- 12,002
- Reaction score
- 4,264
- Location
- S550 INTERIOR DRESS UP
- Website
- www.ebay.com
- Vehicle(s)
- 03' Cobra, 05' GT, 13' GT, 15' GT
[MENTION=13317]Coaster[/MENTION]. Nice!
Ah so that is why you sold the G trac brace.
Ah so that is why you sold the G trac brace.
Last edited:
Coaster
RallyNorthAmerica.com
- Joined
- Jan 9, 2015
- Threads
- 11
- Messages
- 937
- Reaction score
- 455
- Location
- Central Ohio
- Website
- www.imprtcl.com
- First Name
- Brian
- Vehicle(s)
- '15 Fastback GT Guard
Yeah side by side there is no comparison. The BMR part uses thicker stock, beefier hardware, is properly triangulated, and uses a much stronger front mounting location.[MENTION=13317]Coaster[/MENTION]. Nice!
Ah so that is what you sold the G trac brace.
Brad Michaels
Well-Known Member
Hey Kelly,
Interesting brace! So what were your design goals, and outcomes for this part? When looking at items aimed to brace or support the chassis it’s important to ask why?
There are two important factors when you are discussing performance improvements of the chassis’ stiffness on everyday vehicles or on racecars. Those two values are hub to hub torsional stiffness, and localized chassis stiffness.
Torsional stiffness is the stiffness of the chassis in twisting between the front wheels and the rear wheels, and is important for a few reasons.
If your torsional stiffness is too low then the frame becomes an active spring in the suspension, meaning your frame twists instead of your springs deflecting. That means you wouldn’t be able to adjust/stiffen your suspension springs and/or notice any difference in handling since your frame is now that weak link in the system. This also increases the time delay between the front and rear tires generating grip, which leads to slow vehicle reaction times and an unpredictable vehicle to drive.
Localized stiffness is the stiffness of a smaller area, typically an inboard suspension point to the subframe.
This is important because large deflections at a suspension “node” can lead to unwanted geometry changes in your suspension. The more deflection you have the longer it takes the force from your suspension to fully transfer as well, leading to slower vehicle reaction times. And all this extra deflection allows the suspension to be a bit unpredictable compared to what the factory designs for.
So how much torsional stiffness do you need?
These are the real questions that need answered and this is what is important to design for. Most OEM operations have a target stiffness that they have deemed acceptable after years of correlating stiffness data to real world testing. The way in which the OEM manufacturers test this differs but there are a few basic ways that it can be done. Below is a picture of a hub to hub torsional stiffness test on a race chassis. In this case the dampers are replaced by solid links, and two rear hubs are held in position and one front hub has an upwards force applied while one front hub has a downward force applied. Strain gauges and linear potentiometers measure the force and deflection occurring in order to measure how much twist occurs per how much force is applied. This can also be done simpler by bolting the rear of the car to an I beam, supporting the car down the centerline on a razor edge object and then hanging weights from the hubs and continuing to measure the deflection as weight is added.
So how much torsional stiffness does the factory car have? Is the factory number sufficient?
How much torsional stiffness does this BMR brace add? Where’s the data?
How much localized deflection is acceptable?
Depending on the location, local deflection can affect toe, camber and other values which can significantly change how the car handles. But what deflection is prevented here? How much, and what affect does it really have?
Localized deflection is much more challenging to measure than torsional stiffness. You either need advanced FEA programs like ANSYS to simulate it, or you can get “representative” measurements with strain gauges or perhaps a dial indicator. However applying the loads and fixturing the car is a bit more difficult.
In this application, bracing the lower rear control arm would mostly prevent toe changes, and small camber changes.
Soooooooooo how much local deflection was occurring? At was forces? And in what directions were those deflections occurring?
Do you see any problems with only supporting one ear of the mount in which deflection is occurring while ignoring the other side of the bracket?
Adding your support, how much have those deflections changed? And how does that translate in terms of camber change and toe change?
Where’s the data?
How much camber change and toe change would it take to change the “handling” of the car? Certain cars are very camber sensitive, and camber changes can really affect lateral force generation. So how much lateral force does the front tire generate at 0 degrees of camber? How much more or less force does it generate per each degree of camber that you add? And how does that change the yaw moment of the car (force that turns the vehicle)?
Has any of this testing even been completed on the vehicle? It was mentioned in promotional posts on this forum that extensive track was done on this product but we haven’t been told what tests, we haven’t been shown any data. Anyone can make claims, that’s easy to do. Supporting those claims with data is hard. If this testing hasn’t been done then how do you determine what your goals are for this product and how it actually affects the car? It seems like a lot of shooting in the dark and hype to me.
Interesting brace! So what were your design goals, and outcomes for this part? When looking at items aimed to brace or support the chassis it’s important to ask why?
There are two important factors when you are discussing performance improvements of the chassis’ stiffness on everyday vehicles or on racecars. Those two values are hub to hub torsional stiffness, and localized chassis stiffness.
Torsional stiffness is the stiffness of the chassis in twisting between the front wheels and the rear wheels, and is important for a few reasons.
If your torsional stiffness is too low then the frame becomes an active spring in the suspension, meaning your frame twists instead of your springs deflecting. That means you wouldn’t be able to adjust/stiffen your suspension springs and/or notice any difference in handling since your frame is now that weak link in the system. This also increases the time delay between the front and rear tires generating grip, which leads to slow vehicle reaction times and an unpredictable vehicle to drive.
Localized stiffness is the stiffness of a smaller area, typically an inboard suspension point to the subframe.
This is important because large deflections at a suspension “node” can lead to unwanted geometry changes in your suspension. The more deflection you have the longer it takes the force from your suspension to fully transfer as well, leading to slower vehicle reaction times. And all this extra deflection allows the suspension to be a bit unpredictable compared to what the factory designs for.
So how much torsional stiffness do you need?
These are the real questions that need answered and this is what is important to design for. Most OEM operations have a target stiffness that they have deemed acceptable after years of correlating stiffness data to real world testing. The way in which the OEM manufacturers test this differs but there are a few basic ways that it can be done. Below is a picture of a hub to hub torsional stiffness test on a race chassis. In this case the dampers are replaced by solid links, and two rear hubs are held in position and one front hub has an upwards force applied while one front hub has a downward force applied. Strain gauges and linear potentiometers measure the force and deflection occurring in order to measure how much twist occurs per how much force is applied. This can also be done simpler by bolting the rear of the car to an I beam, supporting the car down the centerline on a razor edge object and then hanging weights from the hubs and continuing to measure the deflection as weight is added.
So how much torsional stiffness does the factory car have? Is the factory number sufficient?
How much torsional stiffness does this BMR brace add? Where’s the data?
How much localized deflection is acceptable?
Depending on the location, local deflection can affect toe, camber and other values which can significantly change how the car handles. But what deflection is prevented here? How much, and what affect does it really have?
Localized deflection is much more challenging to measure than torsional stiffness. You either need advanced FEA programs like ANSYS to simulate it, or you can get “representative” measurements with strain gauges or perhaps a dial indicator. However applying the loads and fixturing the car is a bit more difficult.
In this application, bracing the lower rear control arm would mostly prevent toe changes, and small camber changes.
Soooooooooo how much local deflection was occurring? At was forces? And in what directions were those deflections occurring?
Do you see any problems with only supporting one ear of the mount in which deflection is occurring while ignoring the other side of the bracket?
Adding your support, how much have those deflections changed? And how does that translate in terms of camber change and toe change?
Where’s the data?
How much camber change and toe change would it take to change the “handling” of the car? Certain cars are very camber sensitive, and camber changes can really affect lateral force generation. So how much lateral force does the front tire generate at 0 degrees of camber? How much more or less force does it generate per each degree of camber that you add? And how does that change the yaw moment of the car (force that turns the vehicle)?
Has any of this testing even been completed on the vehicle? It was mentioned in promotional posts on this forum that extensive track was done on this product but we haven’t been told what tests, we haven’t been shown any data. Anyone can make claims, that’s easy to do. Supporting those claims with data is hard. If this testing hasn’t been done then how do you determine what your goals are for this product and how it actually affects the car? It seems like a lot of shooting in the dark and hype to me.
Sponsored
- Status
Similar threads
