Re: Impact of Making holes for ICE on structural integrity Quote:
Originally Posted by greenhorn I've seen a lot of holes being made in the car's sheet metal to install speakers, and usually haven't thought much of it. But seeing a sub mounted in a correspondingly big hole in the space behind the rear seats made me suddenly wonder if doing so would impact the structural integrity of the car's body? | Quote:
Originally Posted by DerAlte As a body member, it is just what it is - a non-structural body member.
Most sedans have holes already in that horizontal member for 6x9 (sometimes 6.5") speakers. Cutting out a bigger hole for an 8-12" sub is not going to make a diff, since it is not the horizontal surface that is providing stiffening - here also the pressed edges would do that. | Quote:
Originally Posted by Sutripta You mean the flap covering the huge hole in he bodywork, attached by two hinges and held down with a latch, adds strength? |
Most major car manufacturers resort to complex mechanical solutions using FEA / FEM to ensure the structural safety of their cars. As such cutting into body panles without understand the laws of physics can lead to pre-mature structural failure especially if the car is caught in a side-on or rear-end accident. In fact the repair of monococque chassis in case of an accident is something that should be done with utmost care. I have seen many a case where small garages have welded back the rear of a car with no concern to the integrity of the structure. Modern monocoque/unibody is so sophisticated that the windshield and rear window glass are also considered as to contribute to the structural integrity of the car.
Haivng put that disclaimer behind us, I can say with confidence that it is not diffuclt to understand which body panels can be modified to accomodate larger speakers.
a. Door Panels. If the hole is enlarged from say 5" to 6" there should be no problem provided that the door panel is repainted to ensure that rust does not have access.
b. Rear parcel tray. In Hatchbacks these are not structural and in fact are made of very light fiber-like material. In Sedans they are partially structural. By that I mean that the pressed edges (where the structural members are built by folding the metal several times) are what takes the bulk of the stress. Enlarging a hole made for a 6x9 to that that can accomodate a 8" woofer makes little difference. As a rule I do not recommend 10-12" or alrger woofers in the parcel tray more for acoustic reasons than structural (but that is a topic of another discussion).
c. Rear Seat brace. In many cars there is a metal sheet that streches across the width of the seat and this is definitely structural. Some cars like the ANHC where the seats do not fold may belong to this category. In same of the early Contessas for example there was a metal sheet behind the seat (the rear seat in the Contessa did not fold either). In such a case if this metal the area needs to be strengthened by welding a box channel across the widht of teh car. Another option is to weld to pressed channels diagoanally across the width of the car in the shape of an 'X'. The 'X' is lighter and if the panels an pre-stressed (by pressing) they provide adequate strength. I have done the same to a Contessa when my intent was to build a Transmission line sub in the trunk of the Contessa. The sub occupied greater than 80% of the trunk's volume.
Fortunately bass has long wavelengths. This means that bass waves penetrate right through the car seat and in most cases there is no need to cut the rear car seat panel. If this panel is cut the area around the holes so made MUST be strengthened. The best and easiest method I have seen is by using pre-stressed pressed metal like mentioned above. I wish I had photos to show you but I have seen TV shows that show how to do this and I assume many of you have seen the same. I think these shows come on "Discovery Turbo".
On these shows I have also seen them strengthening monococque cars by bolting (huck bolting is even better) a square tube to the engine bay (which is where most of the twisting stress occurs). Bolting is better than welding in many cases as the bolts can distribute and relieve stress while a welded joint will crack if stressed beyond it's capacity. If those who have Honda Accords and Skoda Octavia (I have only seen these 2 cars at close quaters but assume others too have this) look under your car, they will see about 3 (I think 4 or 5 in the Skoda) layers of sheet metal rolled into a frame rail that runs between the 2 subframes. That IS the basic "frame" of the monococque. Then there is a better made front frame that supports the drive train and another one in the rear that supports the rear axle. The front and rear frames are bolted to the "frame".
Here is a picture of a typical monococque http://www.caradvice.com.au/wp-conte.../monocoque.jpg |