Running bars into Engine Bay/ Seat sliders

I'm using custom brackets attached to the factory double locking sliders. Works great.

We have a high delta on that too. Our driver ranges go from full-forward on our seat sliders to full-reverse. We use the I/O Port adjustable seat back brace:

http://www.ioportracing.com/Merchant2/m … ry_Code=IH

I know that a lot of other teams use this (or the similar AutoPower one) and it's passed tech every time in my car (5 races). Bear in mind that for your tallest driver, the brace may not be necessary for tech; the brace is required only if the seat is more than 6" from the seat back for your shortest driver. Cheers.

Example of what i am talking about:

We were thinking peddle power was more reliable.
taking Ft Lbs seriously.

That is above and beyond the cage requirements and as long as it does not compromise the cage it is only strengthening for the chassis, and really the cage. Make sure the forward extensions weld to cage continuous front down tubes (T onto),  not into two piece tubes.

As far as the tube design you've shown, its over kill and a bit unnecessary. The tube from the roll cage should go to the back side of the strut tower. Then if, for some odd ball reason, you think you need to stiffen the front part of the chassis in front of the strut towers, weld a 45 degree down tube from the top of the strut tower to the front frame member. lighter, stronger and simpler than the bent tube design you have in the photo.

Now you ask why only to the back side of the strut tower?? Well, the suspension of the car and what is between it determines how the car handles. All that metal (body) hanging off the front and rear out past the strut tower is just window dressing and doesn't effect the cars performance (other than to add weight and slow it down). The engine if you look down at the engine mounts is usually mounted to the car pretty much inline with the strut tower, or the front cross member (which is in line with the strut tower). So the torque from the engine is also not effecting the front or rear of the car past the strut towers, just what is between the F&R strut towers. So there really is no reason to re-enforce the front chassis rails out forward, EXCEPT... for making the bumper stronger in the cash of a crash. Which some racing drivers/cars need.

I would check with Jay or with Evil Genius John before adding those tubes going forward, simply because of the new crush structure rule. I'd bet you'd be fine going to the back of the strut towers, but ahead of that is likely going to be a no-no. IMHO.

Thanks everyone for your input. No engine bay pipe. Check.

Your picture supports the spirit of  the law, however you are infringing upon the letter of the law.  Go to the last vertical bar behind the bumper and cut off the horizontal.  That bar goes forward of the back of the crush zone!  When that is done, go to the horizontal above the shock tower and put in 2 bars on each side.  a "V" from the horizontal to just above the strut mounting point.  This will triangulatethe strut tower and make it more sturdy.  After you get the engine/trans back in, add a perpendicular bar between the "V's to add lateral support to the towers.  This is ALL behind the front crush zone, and will stabilize your front suspension.  The last thing you want is the car doing something different in each corner.  This is an old circle track practice, but the towers won't know if you are turning left or right!