I. GENERAL QUESTIONS

• Why should I choose Häns Racecraft products?
• Where can I buy Häns Racecraft products?
• Why is round tube better than square tube?
• How is DOM tube better than ERW tube?
• Why is Häns Racecraft's finish top quality?
• What is the Häns Racecraft ‘Force System’?
• What is the definition of 'synergy'?
• Flexural rigidity lesson one: Material Stiffness.
• Flexural rigidity lesson two: Geometric Stiffness.

II. CHASSIS FUNDAMENTALS

• Torsion
• Lateral
• Longitudinal
• Beaming
• Stiffness
• Strength
• Triangle

III. VEHICLE SPECIFIC DEFINITIONS

• Chasis
• Unibody
• Shock Towers
• Strut Towers
• Shock Tower Brace
• Subframe Connectors
• Coilovers
• McPherson setup
• Modified McPherson
• LSA or Long Short Arm

IV. MANUFACTURING RELATED TERMS

• CNC
• CAD/CAM

V. SUBFRAME CONNECTORS

• How would Häns Racecraft subframe connectors help my performance?
• Some competitors claim that all subframes are generally the same. Is this true?
• Will my side-exhaust work with Häns Racecraft subframe connectors?
• Why do Häns Racecraft subframe connectors have (2) triangles as crosstubes?
• Will I have ground clearance issues with Häns Racecraft subframe connectors?
• Do Häns Racecraft subframe connectors come in different colors?
• Can I install Häns Racecraft subframe connectors myself?
• Why does Häns Racecraft not recommend bolt-on subframe connectors?
• Is an ultra-lite version of Häns Racecraft subframe connectors available?
• Will Häns Racecraft subframe connectors fit convertible Mustangs?
• Why are Häns Racecraft subframe connectors patented?
• How do Häns Racecraft subframe connectors tie into the rest of the Häns Racecraft 'Force System'?
• I already have subframe connectors. Why should I upgrade?
• Why does Häns Racecraft use Floating Brackets^TM?

VI. REAR SHOCK TOWER BRACE

• How would Häns Racecraft's rear shock-tower brace help my performance?
• Some competitors claim that all rear shock-tower braces are generally the same. Is this true?
• Why does Häns Racecraft's rear shock-tower brace use only one main tube?
• Will I have clearance issues with my trunk's trim panels?
• Do Häns Racecraft's rear shock-tower braces come in different colors?
• Can I install Häns Racecraft's rear shock-tower brace myself?
• Why does Häns Racecraft not recommend bolt-on rear shock-tower braces?
• Is an ultra-lite version of Häns Racecraft's rear shock-tower brace available?
• Will Häns Racecraft's rear shock-tower brace fit convertible Mustangs?
• How does Häns Racecraft's rear shock-tower brace tie into the Häns Racecraft 'Force System'?

VII. STEERING RACK BUSHING

• How can Häns Racecraft Steering Rack Bushings help my performance?
• What is the advantage of titanium?
• Does Häns Racecraft Steering Rack Bushings come in aluminum or urethane?
• What is the disadvantage of stock rubber or urethane bushings?
• Why does Häns Racecraft not recommend off-set steering rack bushings?
• Some competitors claim that all bushings are generally the same. Is this true?
• What is "Ackerman" steering?
• How will Häns Racecraft Steering Rack Bushings increase "Ackerman" steering?
• Can I install Häns Racecraft Steering Rack Bushings myself?
• Will Häns Racecraft Steering Rack Bushings fit convertible Mustangs?
• How do Häns Racecraft Steering Rack Bushings tie into the rest of the Häns Racecraft 'Force System'?
• Do I have to get a wheel alignment after installing the Häns Racecraft Steering Rack Bushings?

I. GENERAL QUESTIONS

Why should I choose Häns Racecraft products?
Our products begin with using better materials. By using certified materials, such as high quality steel, aluminum and titanium, we can custom tailor each component in the Häns Racecraft ‘Force System' to achieve maximum performance. Mechanical engineers with years of experience design our race systems. Our design team use state-of-the-art CAD/CAM software to create our products. The manufacturing stage involves computer-designed frame jigs with CNC water-jet cut tooling coupled with only the finest machine tools. Last we protect our products with our exclusive Harsh Environment^TM polymer finish whose beauty is matched only by its toughness. The end result is simply the finest performance products available at any price.

Where can I buy Häns Racecraft products?
Häns Racecraft products are sold exclusivly through these fine dealers.

Why is round tube better than square tube?
Although there is an ongoing debate on round tube vs. square tube, the following facts should be considered. Round tube weighs less than square tube for a given outside dimension. Round tube is available in stronger steel—rectangular tube is only produced in 1010—and 1020 DOM is approximately 30% stronger than 1010. To combat the twisting forces of a chassis (torsional stress), round tube has a much higher modulus of torsional rigidity. This is the reason why driveshafts are not square. It is also worthy to note that round tube is significantly more expensive than its square tube counterpart. We can only achieve the pinnacle of performance by using the best material for each application without cost being the determining factor.

How is DOM tube better than ERW tube?
DOM (Drawn Over Mandrel) round tube is superior to ERW (Electronic Resistance Welding) round tube due to the following additional manufacturing processes of creating a seamless tube. First, a strip of steel is cold formed and passed through an electric resistance welder which joins the edges together, under pressure, to complete the tubular shape. At this point, the tube is labeled ERW. For DOM, the tube is drawn through one or more dies and over mandrels. Metallurgically, drawing improves the tube's concentricity, tensile strength, and hardness. This process creates approximately 30% greater strength and stiffness in DOM-tube over its ERW-tube counterpart.

Why is Häns Racecraft’s finish top quality?
Attention to detail is a hallmark of Häns Racecraft. All of our finished products are abrasively blasted. This process cleans all oils, grease and debris from the manufacturing process and creates a porous surface so that the finish can properly adhere to the base material. After this stage, we finish with our premier Harsh Environment^TM polymer coating, whose protection is only surpassed by its beauty. The result is a showroom-class finish that combines form with function.

What is the Häns Racecraft ‘Force System’?
A system is defined as a series of independent parts functioning as a whole. We strive to achieve a state of synergy with our system where the whole is greater than the sum of the parts. That is, a state whereby our products tie into one another and achieve a much higher level of performance than they would be capable of individually. Our subframe connectors are designed to be tied into a roll cage that, in turn, is tied into our shock tower brace. All of our products are developed from the onset to tie into or work in conjunction with the ‘Force System'.

What is the definition of 'synergy'?
The interaction of two or more agents, or forces, so that their combined effect is greater than the sum of their individual effects.

Flexural rigidity lesson one: Material Stiffness.
Mechanical engineers use Young’s modulus in order to analyze the stiffness of materials. Material stiffness measures the deflection, or resistance to deformation, of a material by a given load per unit area. An example that dramatizes the relationship between strength and stiffness is by comparing the use of rubber to steel for constructing a bridge. Rubber deflects more than steel of similar dimensions when subjected to the same load. Building a bridge out of rubber that is strong enough to hold the weight of multiple vehicles without failing, or fracturing, is possible. However, the bridge would not be very functional because the vehicles would have great difficulty negotiating the stretched out, wobbly surface. A rubber bridge could meet the structural strength requirements for a bridge, but it would be an unacceptable material from an engineering standpoint due to the gross lack of stiffness. Hence, steel is the preferred choice in comparison.

Flexural rigidity lesson two: Geometric Stiffness.
Mechanical engineers use moment of inertia to study the properties of various geometries in order to analyze deflection, or stiffness, of a material under similar loads. For example, if a given load is applied to a solid aluminum rod and to an aluminum round tube of the same cross-sectional surface area, the round tube will deflect much less. Moment of inertia accounts for this apparent discrepancy in that the round tube has greater geometrical stiffness than a solid rod with the same cross-sectional surface area. The distance from the neutral axis measured to the tangent point of the outside perimeter of the material is a fundamental reason for this phenomenon. Therefore, to properly analyze the flexural rigidity of an object, or complex structure, both material and geometric stiffness must be taken into account.

II. CHASSIS FUNDAMENTALS

Torsion—defines a twisting force. This does not describe the action of a vehicle whereas the vehicle slants due to body roll, as one side of the springs compress and the other extends. This force refers to the actual twisting of the chassis, floor pan and body panels. The impact of torsional flexing of the chassis is altered alignment of the suspension system. The resultant loss of tire contact patch and unpredictable handling can severely affect vehicle performance.

Lateral—defines forces that move side-to-side. If seated in your vehicle, this would be the right to left or left to right force. If you take a hard corner, weight will shift from the inside of the turn to the outside (commonly known as ‘body roll’). Lateral describes this movement.

Longitudinal—defines a fore and aft movement or front to back. If you quickly decelerate, the front of the car will dip and when you quickly accelerate, the front of the car will rise. Longitudinal describes this movement.

Beaming—defines a force that is loaded in the center of a beam while the beam is being supported on either end. Causes of beaming loads on a vehicle’s chassis are the weight of the transmission, engine, body and interior parts coupled with the driver, passengers and any additional cargo carried in the vehicle.

Stiffness—the amount something will bend when it is loaded. In order to control torsional flexing of the chassis, you need to use materials that are torsionally stiff, in this case round tube. Although strength and stiffness are related, materials can be very strong yet less than ideal when it comes to stiffness. For example, a car can run for 200,000 miles and if there were no cracks in the frame, it would be considered very strong; however, that same frame could be flexing and bending every instance it makes a turn. Therefore, it would not be considered stiff. Our chassis products maximize the use of round tube to create the most structurally rigid platform.

Strength—refers to the amount of load something can handle before it will break. This is distinctly different from stiffness, which is a resistance to movement. Strength tests include the modulus of elasticity, yield strength, ultimate tensile strength and rupture strength of the material. The deformational behavior of steel is important in selecting a material that will not fail in a given application. However, the key to preventing chassis flexing is to use materials of a given shape, cross-sectional thickness or area and alloying constituents that creates maximum resistance to deformation and material movement without excessive weight. See above for a brief explanation of stiffness.

Triangle—refers to the optimal design in tube chassis due to the inherent structural rigidity that can only be achieved by the three points of contact of a triangle. The shape and dimensions of a triangle will not change much unless one of its three elements is damaged. Our products maximize this structural element in the design of our ‘Force System’ to create the stiffest chassis possible with minimal bulk.

III. VEHICLE SPECIFIC DEFINITIONS

Chassis—refers to the frame or structure of a vehicle. Modern vehicles are manufactured using a series of stamped sheet metal with box channels spot-welded into the sheet metal for added strength. This does not included bolted on body panels. This process is preferred due to the low cost, high production volume, relatively low weight and overall strength. Cutouts for the engine hood, trunk, doors, windows create weakness (metal fatigue, vibration, alignment changes) in the chassis and allow for torsional flex. Our ‘Force System’ counters this effect by filling the large gaps in the chassis with professionally designed components to halt the overall flexing of the chassis.

Unibody—refers to a frame or chassis of a vehicle that is comprised of sheet metal with formed box channels that help stiffen and strengthen the vehicle’s structure. Unibody vehicles are very susceptible to torsional flexing. The resultant misalignment of suspension coupled with the horsepower loss to the twisting chassis lead to poor handling and power loss. Our ‘Force System’ is designed to successfully counter the weaknesses of a unibody construction.

Shock Towers—refers to the structure incorporated into the unibody that houses the shocks. Note that some manufacturers in Europe may refer to shocks as dampeners. The term dampeners may be used interchangeably with shocks.

Strut Towers—(see above) refers to the structure incorporated into the unibody that houses the struts. Note that some manufacturers in Europe may refer to struts as shocks as well as dampeners. The terms shocks and dampeners may be used interchangeably with shocks.

Shock Tower Brace—flexing of the shock towers, longitudinal and lateral, causes unpredictable alignment and handling changes, lack of roll coupling, vibration and metal fatigue. Our shock tower brace keeps the shock towers from moving relative to each other and to the chassis by providing a load path between the shock towers. This will prevent alignment from changing under braking and cornering, making the vehicle more stable and predictable. In addition, the increase in rigidity from the STB will also reduce trunk floor and rear-area vibration, metal fatigue and noise.

Subframe Connectors—refers to a section of round, square or rectangular tubing that connects the front portion of the unibody box channel to the rear bulkhead for torsional stiffness. For our exclusive ‘Force System’ subframe connectors, click here.

Coilovers—also know as McPherson set up. Coilovers are a suspension system whereby the shock, strut or dampener is housed inside the spring or coil. This system offers the advantage of low weight because a much smaller spring is required to provide the same dampening capabilities. However, this system imparts significant stress on the shock/strut towers due to the suspension forces being focused on one point. The shock towers must endure stresses not in its original design parameters. Stress translates into greater flexing of the shock towers leading to a decrease in predicable handling and power loss. Our exclusive shock tower brace is designed to counter this effect.

McPherson setup—also know as coilovers. The McPherson setup is a suspension system whereby the shock, strut or dampener is seated inside the spring or coil. This system offers the advantage of low weight because a much smaller spring is required to provide the same dampening capabilities. However, this system imparts significant stress on the shock/strut towers due to the suspension forces being focused on one point. The shock towers must endure stresses not in its original design parameters. Stress translates into greater flexing of the shock towers leading to a decrease in predicable handling and power loss. Our exclusive shock tower brace is designed to counter this effect

Modified McPherson—refers to a suspension system whereby the spring is seated next to the shock, strut or dampener. This system is relatively lightweight, low cost and easy to manufacture. It requires a larger spring with a greater spring rate to provide the same capabilities as its coil-over counterpart. There are two points where suspension forces are transmitted: through the spring to the chassis and through the shock/strut to the chassis towers.

LSA or Long Short Arm—refers to a suspension system whereby the longer lower A-arm and a shorter upper A-arm is utilized to provide additional negative camber in turns.

IV. MANUFACTURING RELATED TERMS

CNC—acronym for Computer Numerically Controlled. CNC is control of machine tools by modern machines that operate by computer code as opposed to manually operated equipment, which is less precise.

CAD/CAM—acronym for Computer Aided Design/Computer Aided Manufacturing. CAD/CAM is used to describe state-of-the-art product development software and machine tools that operate under such software. Our engineers use this software to develop and conduct preliminary tests on our products. The advantage is top-tier performance that is not cost prohibitive.

V. SUBFRAME CONNECTORS

How would Häns Racecraft’s subframe connectors help my performance?
The most difficult forces to counter in a chassis are the loads that result in torsional deflection. It is important to minimize deflection under load. Modern unibody vehicles handle poorly under the stress that daily and competition driving can impart. This is largely the result of twisting (torsion) forces on the vehicle’s chassis that comes from cornering and engine torque. The chassis misalignment from these forces cause unpredictable handling and power loss. The power that is supposed to accelerate the vehicle is now diverted into the chassis. HR patent pending subframe connectors address these forces and the result is the most structurally rigid subframe on the market today. The resultant stiff chassis maintains suspension alignment and directs the power from the engine to the ground. Maximizing vehicle performance begins with a stiff chassis borne from precision engineered subframe connectors.

Some competitors claim that all subframes are generally the same. Is this true?
Subframe connectors aim to counter the torsional loads that a car is subject to. To successfully address this problem, several factors must be taken into account. Subframes must be weld-on units only. Bolt-on subframe connectors weaken the chassis as a result of the holes required for the bolts. The bolt-on subframe connectors are rarely fastened properly to meet the structural rigidity that is required. Properly designed weld-on subframe connectors have large mating surface areas that become integrated into the chassis. Weld-on subframes will not come loose over time and should last the life of the vehicle. Dimensionally, subframes should maximize the use of round tube. Round tube is much stiffer in torsion with less weight than square or rectangular tube and DOM tube is 30% stiffer than ERW. Overall design should encompass triangular structures for optimal rigidity, and there should be little to no ground clearance lost. All areas of the subframe connectors should be able to support the vehicle’s weight when jack lifting vehicle. Subframes should be side-exhaust compatible. Last, the finish should compliment the host vehicle, resist harsh weather conditions and be pleasing to the eye.

Will my side-exhaust work with HR subframe connectors?
Our subframe connectors are Roush side-exhaust compatible. Dimensional variations between individual cars may require proper fitting.

Why do HR subframe connectors have (2) triangles as cross tubes?
Our patent pending subframes encompass the dual triangle configuration due to its inherent rigidity. The three points of contact of a triangle is the optimal design in tube chassis. The shape and dimensions of a triangle will not change much unless one of its three elements is damaged. Our products maximize this structural element in the design of our chassis systems to create the stiffest chassis possible with minimal bulk. In a complex structure, it is the design as a whole that determines stiffness. Manufacturing cross tubes using round material that mates to a round and normal (90 degree) surface with numerous angles requires multiple set-ups and machine processes. The flexural rigidity of the end product is the engineering driving force behind the patent pending dual-triangle system.

Will I have ground clearance issues with HR subframe connectors?
There is little to zero ground clearance loss with Häns Racecraft subframe connectors when properly installed.

Do HR subframe connectors come in different colors?
Black is the color of choice for our premier subframes.

Can I install HR subframe connectors myself?
We strongly recommend that a certified welder with prior experience be commissioned to install HR subframe connectors.

Why does HR not recommend bolt-on subframe connectors?
Bolt-on subframe connectors requires the end-user to drill holes into the chassis. This weakens the chassis. Additionally, the contact areas of the bolts do not approach that of a properly welded subframe. This problem is compounded by the fact that bolts are not always installed properly (perpendicular to the mating surface) and torqued to the required ft/lbs. As a result, bolt-on subframes do little, if anything, to increase the structural rigidity of the chassis.

Is an Ultra-lite version of HR subframe connectors available?
Yes. We offer a tube-only version of our subframe connectors for those with weight critical applications. Although this version does not encompass our patent pending dual triangle design, torsional rigidity to the host chassis is markedly improved.

Will HR subframe connectors fit convertible Mustangs?
Yes. Our 'Force' subframe connectors for the convertible Mustang is now available. However, our customers must specify to Authorized Dealers that the 'Force' subframes are for the convertible Mustang, Mustang GT or Cobra, since our coupe models cannot fit convertibles. The 'Force' subframe connectors for the convertible is dimensionally nearly identical to the coupe model. The 'Force' subframe connectors for the convertible are slightly lighter than the coupe models, but the weight savings is a result of the design restrictions rather than weight considerations. Our Ultra-lite tube only subframes will fit convertible Mustangs, as well.

Why are HR subframe connectors patented?
Our design team has devoted an incredible amount of time to create a subframe that properly addresses all needs. Rigerous pre-production testing and evaluation has trememdous cost associated. Our patent protects our investment and ensures that our customers receive a quality product when purchasing our design. In addition to our exclusive right to produce our subframes, our customers receive the top-tier performce that has come to be expected from Häns Racecraft.

How do HR subframe connectors tie into the rest of the Häns Racecraft ‘Force System’?
Our subframe connectors are designed to tie into a properly designed roll cage that, in turn, ties into the HR rear shock tower brace. Synergy is achieved upon installation of all components, as the subframes, rear shock tower brace and roll cage create a new level of structural rigidity. The result is an incredibly stiff chassis that will transmit the engine power to the ground and allow the suspension to function the way it was designed to.

I already have subframe connectors. Why should I upgrade?
A majority of Häns Racecraft’s clients who install our premier subframe connectors unbolt or grind off their OEM or aftermarket subframe connectors. The performance advantage of our subframes for daily drivers and professional racers makes the choice. Upgrade to our subframe connectors for maximum torsional rigidity, the ability to swiftly jack-up your track car for a quick tire change or for peace of mind for those which the finest in design, materials and workmanship is the only choice.

Why does Häns Racecraft use Floating Brackets^TM?
Pre-production testing and evaluation based on end-user feedback led us to conclude that jig-welded brackets can interfere with a quick installation. Many installation centers charge by-the-hour for welding a set of Häns Racecraft subframe connectors. Coupled with the fact that many of our customers have had perhaps years of use on the track or street, the result is chassis misalignment. This will make installing a product that is designed around factory specifications much more time consuming as a result of fitting. Our Floating Brackets^TM allow our subframe connectors to properly fit despite the inconsistencies that are inherent from vehicle to vehicle. The end result is much lower installation costs for our customers and a product fit that is near custom.

VI. REAR SHOCK TOWER BRACE

How would Häns Racecraft’s rear shock-tower brace help my performance?
Hard cornering, abrupt directional changes and rough roads translate into flexing of the rear shock towers. Flexing of the rear shock towers leads to a decrease in predictable handling. If you have made the decision to convert your stock suspension with a rear coil-over kit, our product is key for maximizing the benefits from such a system. Coilovers replace the larger, heavier stock spring with a smaller, lighter spring relocated around the shocks. As a result, the shock towers must endure stresses not in its original design parameters. Our RSTB virtually eliminates flexing of the rear shock towers by using DOM tube mounted to our exclusive brackets that not only serve as a mounting platform for the brace, it actually reinforces the entire shock tower perimeter.

Some competitors claim that all rear shock-tower braces are generally the same. Is this true?
A RSTB aims to counter the torsional and dynamic loads that a car is subject to and strengthen the OEM shock towers. A RSTB should create a path for lateral (side-to-side) energy transfer to enhance vehicle cornering. Several key features are required for a RSTB to function properly. RSTB’s should be made from high-grade roll cage tubing with large brackets to distribute energy. RSTB’s should be weld-on units to integrate into the chassis, thereby minimizing axes of motion. Borne from rally racing and NASCAR^TM, our design team engineered our RSTB to perform three major functions: to eliminate the flexing of the rear shock towers, to reinforce the weak OEM shock towers and as mounting points for a roll-cage--a design element most notable in our X-System RSTB. The resultant elimination of flex allows the rear suspension to function within its original design parameters. Our ‘Force System’ brackets distribute suspension energy over a large, tough surface area to halt strain and damage to the OEM shock towers. With a properly designed roll cage, our RSTB serves as the rear-mounting platform to create a state of synergy.

Why does HR rear shock-tower brace use only one main tube?
Our large diameter certified 1020 DOM tube is mounted to our exclusive ‘Force System’ brackets and is designed as an integral component of our chassis system. As a stand-alone unit, the main tube effectively halts flexing of the rear shock towers. When tied into the HR system, the RSTB functions as the mounting point for our exclusive roll cage that, in turn, ties into our patent pending subframe connectors. The result is an exceptionally stiff chassis with optimal safety.

Will I have clearance issues with my trunk’s trim panels?
Our 'Force' RSTB simply requires two 1 5/8” holes to be cut into the trim panels. Our X-System RSTB requires two 2” holes to be cut into the trim panels for an elegant yet understated appearance.

Do HR rear shock-tower braces come in different colors?
Black is the color of choice for our premier RSTB. Periodically, we feature our multi-coat Silver Edition models. Our Authorized Dealers will be pleased to provide additional information or pricing.

Can I install HR rear shock-tower brace myself?
Yes. However, it requires the proper welding skills, safety precautions and the use of a TIG (GTAW) or MIG (SMAW) welder.

Why does HR not recommend bolt-on rear shock-tower braces?
Our design team finds that the shock towers and trunk floor do not offer the proper surface for bolt fasteners to be of any use. Drilling the required holes for the fastening hardware also weakens the shock towers. Additionally, bolt-on RSTB’s cannot provide the rigidity required for its intended purpose—stiffening and strengthening the rear shock towers in tandem with providing a load path for lateral energy transfer.

Is an Ultra-lite version of HR rear shock-tower brace available?
Our Ultra-lite RSTB is in development; however, this version will not be tied into the HR 'Force System'.

Will HR rear shock-tower brace fit convertible Mustangs?
Yes. Our RSTB and our new X-System RSTB is fully compatible with convertible Mustangs.

How does HR rear shock-tower brace tie into the Häns Racecraft 'Force System'?
The RSTB provides the rear mounting platform for the roll cage via X-bracing (as shown in our X-System roll cage image). X-bracing from the top of the main hoop of a roll cage to our 'Force' or X-System RSTB creates a key plane of geometric triangulation: a marraige of the center to the rear portion of the chassis. Non-HR rollcages, if properly designed and modified, can be tied into our 'Force System', as well. HR's clients may request official Häns Racecraft X-brace specifications (non-proprietary) for use with their non-HR roll cage. NASCAR, drag racing, road racing, autocross, and rally sanctioned race cars incorporate this efficient structural element

VII. STEERING RACK BUSHING

How can Häns Racecraft’s Steering Rack Bushings help my performance?
HR’s steering rack bushings offer the driver precise steering input, steering response and feedback. OEM stock rubber or urethane bushings are uncommunicative and far too soft for competitive driving. By eliminating the deflection caused by rubber or urethane bushings and modifying the location of the steering rack slightly, we achieve greater Ackerman steering and allow greater communication between the road and driver. Our bushings do not increase interior road noise or unwanted vibration; however, our bushings permit much greater feedback (road feel), an element that is integral to daily and competition driving. Positive steering-rack location and on-demand responsiveness without increased road noise is a Häns Racecraft exclusive.

What is the advantage of titanium?
In material property terms, titanium has exceptionally high corrosion resistance, inherent dampening qualities, and a high strength to weight ratio. The application of titanium in performance vehicles is limited due to the extremely high raw materials cost and special tools and techniques for machining titanium. At Häns Racecraft, function is our driving force not cost. Although difficult to manufacture and expensive, titanium is the material of choice for our bushings. Aluminum cannot address the issue of interior road noise and unnecessary vibration while providing a solid mounting platform.

Does HR offer steering rack bushings in aluminum or urethane?
We do not offer our steering rack bushings in aluminum or urethane.

What is the disadvantage of stock rubber or urethane bushings?
Stock rubber bushings are soft and do not allow positive location of the steering rack to the K-member. Steering is less precise and the inherent properties of rubber excessively dampens road feel. Urethane is a harder polymer characterized by a higher durometer value, yet it cannot provide positive location of the steering rack and road feel is compromised.

Why does Häns Racecraft not recommend off-set steering rack bushings?
Bump steer is a change in toe when a wheel traverses irregularities on the road surface. In order to minimize bump steer--a condition that can be caused by using shorter springs to lower a vehicle--some manufacturers offer offset steering rack bushings. These offset steering-rack bushings can rotate inside the housing and compound the problem of bump steer. Therefore, HR recommends center-drill bushings only for all applications.

Some competitors claim that all bushings are generally the same. Is this true?
Aftermarket bushings aim to eliminate deflection, a condition whereby suspension geometry is altered due to driving forces such has hard cornering. To successfully address this problem, several factors must be taken into account. Bushings should not only eliminate deflection but, by design, should allow for increased Ackerman steering. Materials that incorporate superb harmonic dampening effects against unwanted vibration should be used. Interior road noise should not be increased, but road feel should not be decreased. Bushings should allow immediate steering input response, allowing the driver to confidently negotiate high-speed turns.

What is “Ackerman” steering?
Ackerman steering refers to difference in angles between the inside and outside wheels when negotiating a turn in your vehicle. When turning, the outside wheels traverse through a greater radius than the inside wheels. As a result, the inside wheels require a tighter turning radius in order to maintain ideal tire-to-road contact (commonly referred to as "contact patch"). Tire scrubbing and loss of cornering speed are the result when Ackerman steering is reduced.

How will HR Steering Rack Bushings increase “Ackerman” steering?
Our design allows a small but important relocation of the steering rack to affect the turning angles such that Ackerman steering is increased noticeably. No modification to the steering rack is required.

Can I install HR Steering Rack Bushings myself?
Yes. Detailed instructions are included with each set of titanium bushings.

Will HR Steering Rack Bushings fit convertible Mustangs?
Yes. Refer to our detailed instructions for relatively easy installation.

How do HR Steering Rack Bushings tie into the rest of the Häns Racecraft ‘Force System’?
The driver’s primary feedback from the road is through the steering wheel. A vehicle with greater steering responsiveness has the competitive advantage. Negotiating turns with greater precision and speed promotes driver confidence and control not otherwise available. This element of control can often mean the difference between first and second place in a competition or avoiding a hazard on the road. Synergy is achieved with the investment into one of our premier steering rack bushings.

Do I have to get a wheel alignment after installing the HR Steering Rack Bushings?
Yes. You will need to have the toe settings adjusted after installation.

VIII. FLOORMATS

How will Häns Racecraft Diamond series floormats enhance my interior?
We have developed the one of the most uncompromising designs to date in the new Diamond™ series floormats. Our prestigious logo is balanced and proportional, visible from various angles including the exterior of the vehicle in most cases. Dense woven carpet fills the top surface to reflect elegance and refinement. Our innovative clean edge aids in a lasting appearance. Finally, we include positive location by rubber backing/grommet, so that the carpet remains where it was intended to be.

What is the advantage of Diamond™ series high-density carpet?
Shielding the factory carpet from wear and tear and debris as a result of daily use is key for motoring enthusiasts. We now produce floormats that encompass 40% denser carpet fibers, with a rich onyx color, clean thermobonded edges and, most importantly, a grip bond rubber backing and grommet to ensure that the floormats do not interfere with the pedal assembly through movement.

How many pieces are included?
All Häns Racecraft floormats are (4) piece units, including truck product lines, unless requested otherwise.

Will Diamond™ series floormats fit my year coupe or convertible?
Yes. Floormats are stocked for 1979-2004 Ford Mustang, Lightning/F150, and Focus.

Does a hole and grommet fit for factory location come standard?
Yes. Our patterns include a provision for a hole and factory installed coated metal grommet for use with factory carpet location tab.

What is a grip bond non-skid rubber backing?
All our floormats are furnished with dense rubber anchors that provide positive location of the floormats to the factory OEM carpet by embedding into the carpet fibers. This surface substantially reduces the floormats from creep and possibly interfering with operating pedals or moving from its intended place on the floor.

What is a thermobonded edge?
Our standard Diamond™ series floormats come with a polymer edge that is heat bonded and sewn into the perimeter of the edge. This edge is easy to clean and remains free from loose fibers and strands as a result of wear and tear common to a yarn-stitched edge. Our thermobonded edges come in standard onyx (black) only.

May I select a yarn-stitched edge?
Yes. This option is available as a custom order. All custom orders require a minimum 4-week processing time and Authorized Dealers cannot accept returns.

Are various colors or color combinations available? May I select a custom Häns Racecraft logo color?
Yes. All colored edge requests will be furnished in a yarn-stitched edge. Custom logo colors are available in a variety of colors to match your desired color theme. This option is available as a custom order. All custom orders require a minimum 4-week processing time and Authorized Dealers cannot accept returns.

May I select Häns Racecraft floormats without the trademark logo?
Yes. For those who desire the highest quality floormats without our company trademark-embroidered logo please specify this request to your Authorized Dealer. This option is available as a custom orders. All custom orders require a minimum 4-week processing time and Authorized Dealers cannot accept returns.