lca relocation
Registered User
Joined: Aug 2007
Posts: 92
try them out and let us know, if you have a problem spinning then they may help you a little.
when i put my lower control arms on, i did notice a great deal of the rear end being more solid and keeping the tires on the ground.
when i put my lower control arms on, i did notice a great deal of the rear end being more solid and keeping the tires on the ground.
Registered User
Joined: Jun 2003
Posts: 3,557
From: Carol Stream, Il.
If you have drop springs, the relocation brackets will help. How much, who knows? What kind of 60s are you turning now? What tires are you running? With the right tires (DR's) you probably wouldn't even need the brackets, with your mods.
Registered User
Joined: Jun 2003
Posts: 3,557
From: Carol Stream, Il.
Well, how did you do? Ever think of boxing your control arms? Is your TA adjustable? Maybe you could get and adj. panhard rod to center the car over the rearend. How about an air bag for the pass. side rear spring? With the right changes and some DR's you should at least cut some 1.80 60's if not better.
Last edited by Z-RATED94; Sep 2, 2007 at 01:54 PM.
Registered User
Joined: Feb 2007
Posts: 1,097
From: smithtown, NY
i have lca relocation brackets on a rear i recently picked up. if you want ill let you know if it helped. you know the brackets will only help if your lcas werent at a good angle right? so if you have a stock size tire relocationg the lcas wont help and could possibly make it worse
Registered User
Joined: Jun 2003
Posts: 3,557
From: Carol Stream, Il.
i have lca relocation brackets on a rear i recently picked up. if you want ill let you know if it helped. you know the brackets will only help if your lcas werent at a good angle right? so if you have a stock size tire relocationg the lcas wont help and could possibly make it worse
Registered User
Joined: Dec 2000
Posts: 568
From: Elkton, Va
Right, unless you put a taller tire in and then changed the length of the springs to fit them(longer). This would change the rear susp. geometry and move instant center.
Registered User
Joined: Dec 2000
Posts: 568
From: Elkton, Va
i have lca relocation brackets on a rear i recently picked up. if you want ill let you know if it helped. you know the brackets will only help if your lcas werent at a good angle right? so if you have a stock size tire relocationg the lcas wont help and could possibly make it worse
Registered User
Joined: Oct 2000
Posts: 234
From: state of confusion
Side View IC in the OE torque arm rear suspension is pretty much directly under the chassis side torque arm mount. If you've got a short link at the front of the TA as in some aftermarket TA's, it'll be in line with the axis of the little link (which may not always be vertical).
Tinkering with the LCA inclination in a TA suspension mostly moves the IC up or down. Not much at all forward or rearward. Moving the IC up accomplishes some of the same effects as moving it rearward does for a 4-link.
Norm
Tinkering with the LCA inclination in a TA suspension mostly moves the IC up or down. Not much at all forward or rearward. Moving the IC up accomplishes some of the same effects as moving it rearward does for a 4-link.
Norm
Registered User
Joined: Dec 2000
Posts: 568
From: Elkton, Va
Norm, can you elaborate a lil more on this?
Side View IC in the OE torque arm rear suspension is pretty much directly under the chassis side torque arm mount. If you've got a short link at the front of the TA as in some aftermarket TA's, it'll be in line with the axis of the little link (which may not always be vertical).
Tinkering with the LCA inclination in a TA suspension mostly moves the IC up or down. Not much at all forward or rearward. Moving the IC up accomplishes some of the same effects as moving it rearward does for a 4-link.
Norm
Tinkering with the LCA inclination in a TA suspension mostly moves the IC up or down. Not much at all forward or rearward. Moving the IC up accomplishes some of the same effects as moving it rearward does for a 4-link.
Norm
Registered User
Joined: Oct 2000
Posts: 234
From: state of confusion
The SVIC for a TA suspension is the intersection of a line drawn perpendicular to the TA axis at its chassis attachment and a line drawn through the LCA axis. Figure 17.41 in the Millikens' "Race Car Vehicle Dynamics" book, if anybody has it or knows where JonA may have it posted. Since the TA is essentially horizontal, perpendicular to that puts the IC almost directly underneath.
Basically, the TA would rotate about its chassis end if it was pin-connected there (a la GNX/Kirban/single central ladder bar), but since it can 'plunge' in the fore/aft direction at the chassis it needs the LCAs to complete a stable linkage in side view.
Anti-squat is measured by the slope of a line drawn through the center of the contact patch and the SVIC. So for any given amount of anti-squat there can be an infinite number of possible SVIC locations, and the A/S can be increased by either moving the SVIC rearward without moving it upward (possible with a 4-link) or upward without moving it rearward (typical of TA). Note that anti-squat is only a rear suspension effect; other chassis effects may depend on the fore/aft location of the SVIC.
Norm
Basically, the TA would rotate about its chassis end if it was pin-connected there (a la GNX/Kirban/single central ladder bar), but since it can 'plunge' in the fore/aft direction at the chassis it needs the LCAs to complete a stable linkage in side view.
Anti-squat is measured by the slope of a line drawn through the center of the contact patch and the SVIC. So for any given amount of anti-squat there can be an infinite number of possible SVIC locations, and the A/S can be increased by either moving the SVIC rearward without moving it upward (possible with a 4-link) or upward without moving it rearward (typical of TA). Note that anti-squat is only a rear suspension effect; other chassis effects may depend on the fore/aft location of the SVIC.
Norm