Looking for some ideas, i am planning on re-(everything) on my torque arm, I am still planning on using a factory style (with reinforcements) was planning on moving the front mounting point to the trans crossmember ( I have a swap kit for a th400 )
was wondering if it would be better to make the adjustments for pinion angle on the arm, or to use an arc style mounting setup?

Been looking through search pages, came up with a bunch of people saying to search with very little actual answers.

One more question, if the car is Drag only does the front point need to slide? I'm just thinking along the lines of a four link, or ladder bar setup with a solid front mount?

Any ideas?

Also what has anyone seen on 60 ft improvements with the lca relocation brackets.

Winter is bad, my mind starts to think "way" to much.

How long until opening day?

 

somebody? anybody?

Stephen surely you have some input on this

 

I think the LCARB's only show their best on lowered cars. Normal cars don't show huge differences.
You're kinda opening a can of worms with that, as many members claim good results with them, mwnova66, RB83, some others that I can't think of now, and Crossfire swears their bogus. Take all advice with a grain of salt, but they are cheap so....


other then that, I'm out of info... There are very knowledgeable people on this subject though, so here's a bump.

 

I don't swear they’re bogus. They do what they’re supposed to do. I just think that most people misapply them and end up causing themselves more issues where they would have been fine with the stock geometry.

Sliding front link vs pivot… well, it will change the instant center and how the suspension works/doesn’t work. Without the sliding link really the LCA’s should be mounted in the same plane as the axle (not below it…), and keeping the rest of the stock geometry but getting rid of the sliding link will limit travel/cause binding. Some of the early, fast 4th gens used a setup like that that actually relied on the binding to keep the suspension from moving too much when it was working well (which was rare and it never worked correctly)

 

I understand what you are saying Crossfire, but just trying to do the geometry in my head. Why on a hard launch with slicks would I want any fore and aft movement out of the rearend? Isn't that defeating the purpose of transfering the torque to the chassis? Just thinking out loud.

As far as the geometry goes, does anyone have any idea where the IC is at with all suspension angles in the stock location? If i can figure that out then I will have a better idea if I want to go LCARB, or try something different.

Thanks for the input so far guys!!

 

You need the fore and aft movement because the rear end moves in an arc, not a straight line.

Assuming the LCAs are parallel with the ground, the instant center is where the torque arm connects to the frame (trans tail shaft housing for 99% of us) for all practical purposes.

 

you’re not looking at how the whole thing moves. The LCA’s locate the axle F/R and the PHR locates the axle R/L. All the TA does is keeps it from rotating. The front link has to slide because the LCA’s are not in the same plane as the TA and a different length, so he distance between the LCA pivots, F to R will change faster as the axle moves up and down then the length between the axle and the TA pivot.

Why does it matter, adjust it so it works and go with it. Who cares if that is at 60% or 120% antisquat? If you really have to know, then just draw a line perpendicular to the TA pivot and then another line through the 2 pivots on the LCA’s and where they intersect is your IC. On most stockish cars it ends up pretty close to the TA pivot. If you lower the car A LOT with the stock LCA pivots you end up with it somewhere between ground level and 4-5” off the ground, again lined up with the TA pivot.

The problem with doing it with relo brackets is that you introduce bump steer into the rear axle

 

I understand what you are meaning, about fore and aft movement, but just a quick thought take say a G body car with upper and lower lca's. Where is there fore and aft movement come from, yes I know that they have a little play involved with the bushings, but otherwise where does that movement come from?

I am not worried about ride quality, I want the quickest hardest hit to the tire without overpowering them to result in a quick chassis movement to get the car off of the line, with the for and aft movement doesn't it just slow rt of the car?

Even if i do implement a sliding link into the system, the original question still exists....do i fab the arm, or the mounting bracket?