which position in the lca relocation bracket would give better traction, the middle or the last hole(bottom) or would I even notice any gains between either positions.

 

I have mine in the middle hole. You will probably notice that your rearend assembly has shifted once you put the lca's in the different holes of the reloc. bracket...mine did and I still havent had the time or money to get me an adjustable panhard bar. You too will most likely be needing this even if your car isn't lowered, b/c mine isn't. I haven't tried the bottom hole, but really like the way it is in the middle hole. Hope this helps you out a little bit.

John

 

I like the way it looks in the middle hole too but i'm just not certain if there's more traction to be had by going to the bottom hole.

 

For drag racing, pick the lower hole for the best traction.

 

do you get wheel hop? if you do go down a hole if not your good where your at.

jeff

 

I don't get any wheel hop but I do still spin a LITTLE out of the hole. Probably I just want the impossible which is when I drop the hammer it just quats and take off

 

If you're not getting wheelhop you're fine with the LCAs. The LCAs should be almost parallel to the ground (slightly angled down from the frame) when you launch, allowing the rear end to push the car straight forward without wheelhop. You don't really want the LCAs pushing the body up and planting the wheels, it's not their job.

Get better tires or wider rear wheels. (ducks as vsixtoy comes in swinging)

 

You got it right I don't bother commenting if someone else has covered the topic correctly- well done.

If you do want me to add and confuse things alittle, I will just say that lowering them too much raises the cars instant center height.

The instant center fore and aft is the torque arm mount. The Instant center hieght is the LCA angle "imaginary line extention" towards the torque arm frnot mount. Where that line crosses the verticl torque arm length line determines the exact position of the instant center of the car at launch.

The more you angle down the rear of the LCA's, the higher the instant center is raised and the harder it is to teeter-totter the weight of the nose up over it onto the rear tires loading them. The more traction of the tires to lift the nose, the more this angle can be exagerated to lift the front and plant the rear. Angle it too much without traction (slicks) and power to lift the nose, and the weight will transfer to the rear UNDER the instant center and lessen weight onto the rear tires. Not too much angle, not to little- every car is different based on what is done to it in the way of modifications. This angle needs to be played with to get the best 60' times.

PS- I don't dragrace, but I do orginize the largest NHRA sponsored show in So.Cal personally stage 65+ racecars off the big rigs each year at this event. I keep up on all the latest and greatest drag setups also. I am good aquintences with Eric Lotz (Marketing director for the NHRA)

 

Here's myself rattling in Denshams top fuel funnycar(exhibition showcar) about a month ago- My eyeballs are still vibrating.

 

Ok, let me see if I am understanding you guys right.

My LCAs look like this. So, in order to get the correct LCA angle ( I intend to get Pro-Kit springs) I will need the relocator brakets to reverse the current angle?

 

right LCA

 

Correct.

I'm assuming you're on stock springs. They have sagged over time and the LCA angle is now off. Pro-Kits will give you the same angle as you see now, and the relocation brackets will allow you to level it out. Just make sure the LCAs are parallel to the ground or slightly down from the frame.

 

Take a look at this thread, it has an animated drawing of the different LCA angles and explains how they affect the car:

https://www.thirdgen.org/techbb2/sho...&highlight=LCA

 

Hehe. Thats pretty cool. Thanks, that explains the physics behind the reasons for the modifications.