Something that was not touched on.. but mentioned later.. Hollow versus solid bars. As mentioned, a coil spring and a sway bar are really nothing more than a torson spring.. it is the strength of the metal against twisting that gives it it's strength. A shorter spring (as asked above) is harder to twist due to it's shorter length.. it is easier to twist a ten foot bar than an engith foot bar of the same diameter..
Back to Hollow versus solid. Metal bars get their resilence against twisting not from their cross section, but from their surface area. A hollow bar has surface area both on the outside of the bar and on the inside. A solid bar only has surface area on the outside. Do not think though that a hollow bar has twice the stiffness of a similarly sized solid bar, it does not work that way. The inside surface area is smaller than the outside by a noticible degree... so take a 22mm hollow bar.. The outside surface area of the bar is 380 mm {pi x (r)2 } the inside might only be 15mm... so using the same formula ,, you get 177 mm... that is 177 mm more surface area to resist twisting. Hollow bars are not only to safe weight... (and they do a good job of it) but they also add to the sway bars spring rate by being harder to twist.
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Arthur Haberland
Moderator: RDTiburon.com
a sway bar and strut bar are totally different in their purpose and application.
A strut bar is used to anchor the tops of each strut. A typical passenger car's suspension makes a U shape (either the front to surround the engine, or the rear to surround the passenger compartment and or trunk.) The uprights of this U are typically only stamped steel (note large housing around the strut/shock/spring that the top of the suspension is mounted to.) This is not an issue for most cars and is actually preffered for some impact absorption on average cars. However when you want stable predictable handling, a strut tower bar (brace) helps to anchor these two points.
A sway bar, (Or anti-sway bars as they are called) connects the moving portion of the suspension from the right to the left. When cars wen to independant suspensions, they found that the car could lean on the outside wheel dramatically (i.e. sway). This overpronounces the weight transfer desired in a car for proper handling. It removes all traction from the inner tires and slows transition times when turning from left to right. The put this spring connecting the right and left to transfer some of that energy to help level the car in corners. This comes at the cost of comfort in the supensions ability to react independantly over bumps in the road. That's why a car with more sport in mind (tib GT) has thicker sway bars than a standard car (base elantra), to balance out the suspension and get better handling.
I tried to find but was not able to front sway bars I ahve the Tiburon rear sway bar 19 mm alreay and at autocross my rear end well the inside rear tire lifts off the ground I know that lower springs and better strut would help or even adjustable coilovers? Whiteline looks like they will only have rear swaybars.
strut braces keep your camber (or lack there of) constant so the tires stay at the same angle to the asphalt at they would if you were parked (in theory, not always the case). strut brace in rear helps them stick...but may get underster and vise versa with a frong strut brace.
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Re: General Swaybar Info
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