Not sure where to post this on Tiger Cage

[mstennes]

I'm looking at a cage/roll bar setup for my vert, this one here seems to be my answer, what are your thoughts on these? What are they approved for? Their site says pending but that has been that way since it was first put up.
http://www.ridetech.com/shop/index.p...tegory_id=1828
Thanks,
Mike

[rogue]

nothing more than chassis stiffening and looks....

Rice.

Get a proper cage.

[ccracin]

Originally Posted by rogue

nothing more than chassis stiffening and looks....

Rice.

Get a proper cage.

x2

If you "Require" a cage in the car. Do it right. Your safety should be more important than ease of installation.

[mstennes]

Originally Posted by ccracin

x2

If you "Require" a cage in the car. Do it right. Your safety should be more important than ease of installation.

So then you dont think it would be of any advantage? I'm not looking for a cage as I'm not going to track my car, but I'am looking for additional chassis support (69 Camaro convertable) and some roll over protection without having a complete cage. If this isnt what I want what is?

[NOT A TA]

From what you've stated, a rollbar with a diagnal, solid body mounts, subframe to firewall support, and subframe connectors.

[Bill Howell]

Ridetech is a sponsor here. You should call them up and talk to them about your application. You will find there are a lot of these cages out there now and many happy customers.
No, they are not NHRA approved yet, but Bret and crew are and have been working on that, however if you are not planning on racing the car, that should not be an issue. You will not find any better quality or workmanship on a rollbar anywhere and they offer several options also. Give em a call.

[MtotheIKEo]

If you are going to put hard metal tubes all over the inside of your car they might as well be installed properly and be serving a distinct purpose i.e. rollover protection on a track car. If it's a DD or weekend cruiser then leave the cage out, add subframe connectors and firewall braces, and call it good.

[mstennes]

My 69 is a convertable and anything is better than a windshield frame

[bret]

A few additional things to consider about the TigerCage:

1. The mounting points of the cage are designed to integrate with the structural strength points of the vehicle in TWO planes. This means that not only is the cage tied into the car at the strongest possible location, it is attached in both the horizontal plane and the vertical plane so there is always at least 2 of the fasteners that are loaded in shear in addition to tension.
2. The TigerCage clamps are investment cast from 304L stainless. This means that they are much more malleable than a sand casting. I have pressed these flat in a press with no fracturing.
3. The clamps have been tested to over 700 lb. ft. of rotational resistance. That means that it takes a sustained force of over 700 lbs at 1 ft. from the centline of the tube to even begin to move the clamp around the axis of the tube.
4. The 304L stainless tubing is Rath-Gibson Microweld. Their manufacturing data indicates that this tubing has a superior and consistant wall thickness, roundness and concitricity than comersially available DOM tubing.
5. 304L stainless has a tensile strength that exceeds 1035 mild steel and approaches 4130 steel. The YEILD strength, however , is lower than mild steel. This means that it will bend sooner than mild steel, and will therefore ABSORB some crash energy as opposed to transferring it directly to the vehicle and driver. This is why several OE manufacturers are going to an austensic stainless in crash area panels.
6. I didn't "invent" the concept of controlled crash absorbtion [although I do have a patent pending on the clamp assembly]. It was borrowed from one of our military projects. They were kind enough to explain concept of crash energy dissipation to me over the last few years. They also pointed out that buildings, bridges, and airplanes are bolted together. The concept here is that if you can test and certify the fastener, test and certify the attachment mechanism, test and certify the material, THEN you have a certifiable complete unit that leaves no latitude to field inspector as to its integrity.
7. SFI certification is still pending. These kinds of certifications do not come easily. SFI is [rightfully so] VERY sensitive about safety and engineering.

If it was easy...it WOULD be "rice".

There are several other general benefits [self installation, exposed welds, no painting, etc] of the TigerCage that are well covered in our literature and on our website. The TigerCage is NOT for everyone. For those who are skilled weldors, designers and fabricators...you can likely do as good a job as we can on a cage. Also, for a 6 second Pro Mod car or a 250 mph land speed car there are issues that the TigerCage would not be effecient at addressing.
For the rest of the world...you may want to take a look!

[mstennes]

Originally Posted by bret

A few additional things to consider about the TigerCage:

1. The mounting points of the cage are designed to integrate with the structural strength points of the vehicle in TWO planes. This means that not only is the cage tied into the car at the strongest possible location, it is attached in both the horizontal plane and the vertical plane so there is always at least 2 of the fasteners that are loaded in shear in addition to tension.
2. The TigerCage clamps are investment cast from 304L stainless. This means that they are much more malleable than a sand casting. I have pressed these flat in a press with no fracturing.
3. The clamps have been tested to over 700 lb. ft. of rotational resistance. That means that it takes a sustained force of over 700 lbs at 1 ft. from the centline of the tube to even begin to move the clamp around the axis of the tube.
4. The 304L stainless tubing is Rath-Gibson Microweld. Their manufacturing data indicates that this tubing has a superior and consistant wall thickness, roundness and concitricity than comersially available DOM tubing.
5. 304L stainless has a tensile strength that exceeds 1035 mild steel and approaches 4130 steel. The YEILD strength, however , is lower than mild steel. This means that it will bend sooner than mild steel, and will therefore ABSORB some crash energy as opposed to transferring it directly to the vehicle and driver. This is why several OE manufacturers are going to an austensic stainless in crash area panels.
6. I didn't "invent" the concept of controlled crash absorbtion [although I do have a patent pending on the clamp assembly]. It was borrowed from one of our military projects. They were kind enough to explain concept of crash energy dissipation to me over the last few years. They also pointed out that buildings, bridges, and airplanes are bolted together. The concept here is that if you can test and certify the fastener, test and certify the attachment mechanism, test and certify the material, THEN you have a certifiable complete unit that leaves no latitude to field inspector as to its integrity.
7. SFI certification is still pending. These kinds of certifications do not come easily. SFI is [rightfully so] VERY sensitive about safety and engineering.

If it was easy...it WOULD be "rice".

There are several other general benefits [self installation, exposed welds, no painting, etc] of the TigerCage that are well covered in our literature and on our website. The TigerCage is NOT for everyone. For those who are skilled weldors, designers and fabricators...you can likely do as good a job as we can on a cage. Also, for a 6 second Pro Mod car or a 250 mph land speed car there are issues that the TigerCage would not be effecient at addressing.
For the rest of the world...you may want to take a look!

Bret, Cool thanks for the explanation, but will it work on a 69 Camaro convertable? Thats the deal maker , will it hinder the top mechinism and will it fit under the top?