Sub-frame connectors... Please build them correctly!
last one. notice the support from the rocker to the connector? thats the thickest part of the cente rof the cwr as mentioned earlier in this thread.
Your subframe connectors look pretty beefy, I bet they're plenty strong.
The floor, on the other hand, is not. If it's a full cage car it doesn't matter much, but if the subframe connectors are the only reinforcements you'll need more, as the floor pan lacks the strength of the originals. There's a reason the floor pans weren't just flat sheet metal, and it's not because Ma Mopar cared about the ergonomics of having footwells. All of those stampings, varying heights and contours add rigidity and torsional resistance.
I don't even understand the debate, other than a response to the borderline rude nature of the commentary.
Tying in the sub-frames to the floor is going to be substantially stronger, than just touching a frame to the other frame.
Whether the lesser works great, doesn't matter. In the case of rigidity and strength, this more is better.
In the end, though, what are you trying to achieve? Sometimes you want flexing to achieve your goal, sometimes you absolutely do not. Sometimes you want less weight, sometimes it doesn't matter.
Don't get a titty twisted over it.
One extreme to the next, straight from the floor pan is irrelevant to it's the source of unsurmountable strength.
You're ignoring the rest of the chassis as a system. How much stronger can you make the system without a cage? You have no idea if the actual torsional loads on the car are better resisted by a set of thinner, floor welded subframe connectors or a set of thick wall, fully boxed connectors that are not tied to the floor. If the subframe connectors are sufficiently rigid, and are tied appropriately into the subframes, the movement of the subframes is significantly limited, and therefore the floor pan is more isolated from the torsional loads. It's not a like to like comparison, the contoured floor welded connectors are often half as thick as some of the tubular subframe connectors, and the contoured connectors have some sections where they have a very small cross sectional area than wider tubular connectors. But it's not just about the connectors, its the entire chassis.
Bottom line is, you have no idea which one works better. Both have been proven anecdotally to work on the street and on the track, both in a straight line and in the corners. Which one is actually better would require modeling analysis or a series of dynamic testing with a large number of cars, neither of which will ever happen.
