Ideal angle of LCA's?
Thread Starter
Staging Lane
Joined: May 2008
Posts: 93
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From: Tia Juana
Ideal angle of LCA's? With the BMR relocation brackets on a mini-tubbed Firebird that sits low with a 28" tire, we are seeing the mount on the car is sitting closer to the ground than the one on the rearend, even with it in the bottom hole.
I was under the impression that these brackets (regardless of brand) were intended to put the LCA's at a favorable angle to help the instant center. Obviously it would be much worse without the brackets, but will the LCA sitting parallel to the ground or close to it on the other side as described above get it done? Or will we have to add-on and create more locations to the brackets?
I was under the impression that these brackets (regardless of brand) were intended to put the LCA's at a favorable angle to help the instant center. Obviously it would be much worse without the brackets, but will the LCA sitting parallel to the ground or close to it on the other side as described above get it done? Or will we have to add-on and create more locations to the brackets?
im gonna bump this cause i hear alot of people talk about having the the lower control arm being higher at the front of the car and being lower on the rear attachment point.
i always thought that you would want it about 1-2* higher on the rear than the body so when you launch it brings it down to about 0* when the rear of the car starts trying to roll under the car and pushes against the LCA's...
i always thought that you would want it about 1-2* higher on the rear than the body so when you launch it brings it down to about 0* when the rear of the car starts trying to roll under the car and pushes against the LCA's...
im gonna bump this cause i hear alot of people talk about having the the lower control arm being higher at the front of the car and being lower on the rear attachment point.
i always thought that you would want it about 1-2* higher on the rear than the body so when you launch it brings it down to about 0* when the rear of the car starts trying to roll under the car and pushes against the LCA's...
i always thought that you would want it about 1-2* higher on the rear than the body so when you launch it brings it down to about 0* when the rear of the car starts trying to roll under the car and pushes against the LCA's...
it is up under power
and the lower the rear mounting piont the more leverage the LCA has on the car and pushes the rearend down with the weight from the car. but i could be wrong and you need to find out what works best for you
just my 2 cents any pros out there
and the lower the rear mounting piont the more leverage the LCA has on the car and pushes the rearend down with the weight from the car. but i could be wrong and you need to find out what works best for you
just my 2 cents any pros out there
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im gonna bump this cause i hear alot of people talk about having the the lower control arm being higher at the front of the car and being lower on the rear attachment point.
i always thought that you would want it about 1-2* higher on the rear than the body so when you launch it brings it down to about 0* when the rear of the car starts trying to roll under the car and pushes against the LCA's...
i always thought that you would want it about 1-2* higher on the rear than the body so when you launch it brings it down to about 0* when the rear of the car starts trying to roll under the car and pushes against the LCA's...
I always thought you want the LCA to be lower at the rear than at the body?
I though that was the point of the relocation braket, to bring the LCA at the rear down. Not up...
You definately want the rear lower than the front. The theory is when the rearend is trying to drive the car forward, you want to also push the body up. The opposite reaction is the rearend will go down and plant the tires. I don't have the tires on the car right now or I would take a pic of the angle when it is sitting. But I run 28" tall tires with factory springs and have the rears mounted 2 inches lower than stock. I did test at the track and tried them at 3 inches down and hurt the 1/8 mile by about a tenth...I was wasting too much energy driving the car up.
Jon
Jon
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95 Pontiac Formula- Stock engine with ATI Procharger, Moser 12 bolt w/4:30 gears, Rossler trans, Neil Chance 4000 stall, M/T ET streets, 10.914@ 121.90mph, 1.452 60ft. GMHTP November 2010 Feature Car. Check it out at:
https://www.motortrend.com/features/...ebird-formula/
http://www.youtube.com/watch?v=abZ1z...ature=youtu.be
95 Pontiac Formula- Stock engine with ATI Procharger, Moser 12 bolt w/4:30 gears, Rossler trans, Neil Chance 4000 stall, M/T ET streets, 10.914@ 121.90mph, 1.452 60ft. GMHTP November 2010 Feature Car. Check it out at:
https://www.motortrend.com/features/...ebird-formula/
http://www.youtube.com/watch?v=abZ1z...ature=youtu.be
8 Second Club
Joined: May 2004
Posts: 371
Likes: 0
From: Savannah, TN
.Thanks! Why would the shock need to be turned in this setup?
What is going to happen, just curious? BTW, how much lower do I need to go before I see what happens? Here's a hint, my car has less than 2 inches of shock travel, I have to cut off the bump stop on the shock even or I would have no travel, I can't go much lower .
Thanks! Why would the shock need to be turned in this setup?
.Thanks! Why would the shock need to be turned in this setup?
8 Second Club
Joined: May 2004
Posts: 371
Likes: 0
From: Savannah, TN
What is going to happen, just curious? BTW, how much lower do I need to go before I see what happens? Here's a hint, my car has less than 2 inches of shock travel, I have to cut off the bump stop on the shock even or I would have no travel, I can't go much lower .
Thanks! Why would the shock need to be turned in this setup?
.Thanks! Why would the shock need to be turned in this setup?