UltraRacing|Testimonial:Differents of Nissan Serena with & without UltraRacing Stabiliser Barbst

The difference between installing UltraRacing Stabiliser Bar and without any of them, check it out!

UltraRacing/BusinessPartner : Why UltraRacing Strut Bar can decrease the possible damage on tire

     Install UltraRacing bar and reduce tire wear, increase absorber life span. 

 Feel the comfort, feel the difference by installing UltraRacing.

Check out the video -

UltraRacing | Real Test: Why Anti Roll Bar able to reduce Car Body Roll?

Why Anti Roll Bar able to reduce car body roll?

We have done a Torsion Beam test on Toyota Vios to see the differences of Toyota Vios with and without Rear Anti Roll Bar.

Material & Design

In order to reach the desired performance of Ultra Racing products, they constantly monitor the quality of their products not only during the production stage, but also conduct strict performance testing afterwards.

During the development phase of Ultra Racing bars, they ensure the products are in accordance to their design and development philosophy. They conduct real on-road performance test as well as on-track testing. In order to obtain data, they also invented three testing jigs, namely Bending Test Jig, Torsion Test and Flex Test Jig. These jigs are used to test the performance of their products on a continuous basis.

The strut bar is bolted to the jig to simulate the actual situation on the vehicle chassis. For torsion test jig, torque is applied to one side of the bar, and the amount of twist is recorded. Torque used was calculated and fixed at 6.6kg/m.

For compression test jig, forces are applied along both sides of the bar. Maximum compression force is recorded to study the structure of various kind of designs that the bar can withstand under different driving conditions including impact simulating an accident. They use a hydraulic pump to compress at set pressures and record the results

For flex test jig, torques are applied on the ends of the bars to simulate the performance of the bar under chassis flex conditions. Torque used for the experiment is fixed at 8kg/m.

COMPRESSION TEST

Brand : UR (Civic EK 2 points)
Bracket : Non Adjustable
Bracket thickness : 4mm
Weight : 1.5 KG
Commpression Impact : 3mm (100 psi)

Brand : XXX (Civic EK 2 points)
Bracket : Adjustable
Bracket thickness : 4mm
Weight : 1.4 KG
Compression Impact : 70mm (100 psi)

FLEX TEST

Brand : UR (Civic EK 2 points)
Bracket : Non Adjustable
Bracket thickness : 4mm
Weight : 1.5 KG
Flex : 50mm (8 kg/m)

Brand : XXX (Civic EK 2 points)
Bracket : Adjustable
Bracket thickness : 4mm
Weight : 1.4 KG
Flex : ??? (8 kg/m)

TORSION TEST

Brand : UR (Waja 2 points)
Bracket : Non Adjustable
Bracket thickness : 4mm
Weight : 1.8 KG
Torsion : 47mm

Brand : XXX (Waja 2 points)
Bracket : Adjustable
Bracket thickness : 4mm
Weight : 2.0 KG
Torsion : 85mm

Brand : CCC (Waja 2 points)
Bracket : Adjustable
Bracket thickness : 3mm
Weight : 1.4 KG
Torsion : 210mm

MATERIAL SPECIFICATION & DESIGN

Every materials used are carefully selected to ensure the best performance and safety. The brackets are made of 4mm to 5mm steel plates, while the hollow steel tubes and oval tubes are of 1.2mm to 1.6mm thickness. These materials are selected to ensure the bars are rigid and strong to maintain constant geometry at all times, yet safe enough to crumble during an impact for safety reason

All their raw materials has been made and tested with satisfactory result.

To achieve safe condition, the displacement must be less than the thickness of the material which is below 2mm. Therefore, the bar is in SAFE condition.

MILL / TEST CERTIFICATE (Chemical Composition)

Specification

- JIS 3101 SS 400 (Japan International Standard)

- JIS G 3141 SPCC SD (Japan International Standard)

- ASTM A 500 Grade A (American Standard)

- BS 1387 ( British Standard)

STEEL VS ALUMINUM

Why they use Steel instead of Aluminum?

First, steel is stronger than aluminum for the same size and thickness. In order for aluminum alloys to be at least the same strength as steel, it has to be at least double the thickness (steel 4mm = aluminum 8mm). When that happens, weight saving is not so apparent anymore. Of course there are also exotic materials and alloys that can match the strengths of steel, but the cost are astronomically high and therefore not very cost effective to bring into mass production.

Chassis Friendly

Ultra Racing strut bars are being designed to absorb the impact and minimizing the possible damages due to the chassis in an event of collision. With promising characteristic, Ultra Racing strut bars will not only provide solid handling but also a shield to the passengers.

Ultra Racing strut bar’s material are first being carefully selected, the brackets are being constructed by steel plates with the thickness of 4mm – 5mm in order to provide a strong brackets which would be able to hold each corner with strong holding power hence providing a solid and responsive handling.

Secondly the hollow steel tubes and oval tubes are being constructed with the size of only 1.2mm to 1.6mm of thickness which would not affect the handling delivered to the vehicle while impact can be absorbed without causing damage to the opposite side where the collision happens.

Case Study : Proton Satria GTI real-world crash impact pictures

 

Case Study : Hyundai Atos real-world crash impact pictures

Ultra Racing Bar crumpled from absorbing the impact minimize damage to car,extensive R&D taken to the test in the real world ! Our Hyundai Atos 4 point bar helped absorbed the crash impact & prevent further damage to the car. The same cannot be said of the other car !

Case Study : Lower Arm Bar is bent but didn't compromise the chassis

The is a real example of our Proton Wira LAB before & after a severe crash that bent the LAB. As you can see from the comparison photo, the geometry of the brackets hasn’t compromised chassis as many sceptics thought it would. This is a result of extensive R&D with materials & design by our technical team.

Case Study : Perodua Myvi front Bar before and after accident but did’nt affect the other side / left side

This Myvi crashed into a cow and was badly damaged and the unfortunate cow became beef! Despite the extensive damage to the car, the driver wasn’t hurt and our bar absorbed the crash, yet not even affecting the other side. After repairs, the owner fitted a new UltraRacing strut bar, and it fitted perfectly! Showing the chassis is still intact.

How It Works

Strut Bars and Chassis Strengthening Technology:

If you’re serious about your car’s handling performance, you will first be looking at lowering the suspension. In most cases, unless you’re a complete petrolhead, this will be more than adequate. However, if you are a keen driver, you will be able to get far better handling out of your car by fitting a couple of other accessories to it. The first thing you should look at is a strut brace.

When you corner, the whole car’s chassis is twisting slightly. In the front (and perhaps at the back, but not so often) the suspension pillars will be moving relative to each other because there’s no direct physical link between them. They are connected via the car body, which can flex depending on its stiffness.

A strut brace bolts across the top of the engine to the tops of the two suspension posts and makes that direct physical contact. The result is that the whole front suspension setup becomes a lot more rigid and there will be virtually no movement relative to each side. In effect, you’re adding the fourth side to the open box created by the subframe and the two suspension pillars.

Is there a need to have our vehicle chassis strengthened?

The chassis of the car is the part which experiences the most of the abuse from the driver. It is particularly due to the weight transfer of the vehicle body during fast cornering, hard braking or hard acceleration. In some instances, the weight transfer during cornering may cause one side of the vehicle to experience as much as 3 times more force than the other side of the vehicle, causing enormous chassis flex/ vehicle body deformity and twist, consequently causing tires to lose grip. Deformity and twisting of the vehicle chassis during cornering may cause negative handling traits such as understeering and oversteering.

WHAT IS VEHICLE HANDLING

UNDERSTEER
The front wheels are likely to slip towards outside of the turn angle, driver
can solve it by turning a little more slightly but the handling is reduced, 
vehicle’s behavior is less predictable and tires are likely to worn out faster.
Understeer often occurs in front wheel drive layout vehicles.

OVERSTEER
The rear wheels are likely to slide towards the outside of the turn more than the front. The driver must correct by steering away from the corner otherwise the vehicle will tend to spin when it has been pushed to its limit. Oversteer often occurs in rear wheel drive layout vehicles.

1. As most modern cars go, car manufacturers employ the FF (Front engine, Front wheel drive) setup for improving driver and passenger safety. The natural behavior of an FF car is to have a slight understeer, due to its heavier front end. Understeer happens when the front wheels lose their traction and won’t turn any sharper, even when the steering is being corrected to turn the car more. This will cause the car to go wide instead of following the line. Understeer can be corrected by stiffening the rear end of the vehicle by adding a Rear Strut Bar and a Rear Anti Roll Bar.

2. Oversteer is when the rear tires lose grip and causing the rear end of the vehicle slides out of a corner. This phenomenon happens particularly to FR (Front engine, Rear wheel drive) or RR (Rear engine, Rear wheel drive) cars. Oversteer can be corrected by stiffening the front end of the vehicle by adding Front Strut Bars and Front Anti Roll Bars.

WHAT AFFECTS HANDLING?

When any of the wheels loses contact with the road surface, there will be a deviate in handling; each of the suspension system should keep all wheels on the road surface in spite of hard cornering and in change of steering position. It’s always pleasing that that car can be set for a tiny amount of understeer so that it responds predictably to a turn of a steering wheel and the rear wheels to have a smaller dip angle than the front wheels. However this may not be achievable at all times due to the vehicle load, road condition, weather, speed and this consumes excessive time for the driver to adopt.

STRUT BAR AND LOWER ARM BAR

BEFORE :
Part of the shock of impact transfer to the chassis, causing wheel house and lower arm deforming.

AFTER :
Equip with the Ultra Racing’s strut bar and lower arm bar, both side shock of impact will be neutralized.

WHILE ENTERING AT CORNER

BEFORE :
The weight transfer and force gathering on one side, causing unstable
handling and increasing body roll.

AFTER :
The force will spread out by Ultra Racing’s strut bar and lower arm bar, stabilize the car and provide solid handling.

FENDER BAR

BEFORE :
The joint between A-pillar and front chassis will be push and twist by the greater shock of impact and drag force, causing damage on chassis.

AFTER :
Ultra Racing’s Fender bar will spread out the force and strengthen the section, prevent further damage and offer stable handling. Recommend for user of sport absorber.

SIDE LOWER BAR

BEFORE :
On uneven / bumpy road, center section chassis will have different level of body flex cause by the weight transfer between front and rear.

AFTER :
Ultra Racing’s side lower bar will stabilize the weight transfer between front and rear, it can also minimize the damage from side impact.

ANTI ROLL BAR

BEFORE :
When turning in corner, the weight transfer will make the car sway a side, causing body roll and more difficult to turn in to a corner, weaken the steering respond.

AFTER :
The upgrade version of Ultra Racing’s anti roll bar will be more effectively preventing the car sway a side at cornering, greatly reduce body roll and high stability in cornering.