The LCAs would eliminate wheel hop that you might get now when you start to get wheel spin. At stock ride height you would not want to use the relocation brackets however. That would upset the geometry Ford designed into the STOCK suspension. The stock LCAs have a LOT of flex so replacing them should help.13Boss#3328 said:Good to hear that!
I am thinking to add FRPP LCA ( polyurethane bushings) with brackets to my otherwise STOCK rear suspension, do you think that will help me put the power down better exiting the corner?
That will be the real test and my first event isn't until 4/26 (weather dependent of course). I do like to trail brake and throttle steer provided I can get the rear to hook. It's supposed to warm back up later next week so hoping to drive a little more then and maybe look for some clover leafsboro92 said:cloud9,
Thanks for posting your feedback on the relo bracket holes.
I'm really interested to hear more when you get out again (far future it sounds like lol). I would never dispute the advantage of forward bite from the new relocated position....but I'm curious to the effects on the mid corner phase. When you begin to roll back into the throttle, you are stiffening up the suspension more than compared with before (increased AS%), which could break the back end loose easier. Would be interesting to see if the new setup actually does translate to overall better lap times, or if it doesn't because of that limitation. But of course, this is all driver preference and based on driving style... If you have the luxury of trail braking all critical corners and rotating on entry to setup for a late apex, then I can see the more aggressive relo position being beneficial.
cloud9 said:That will be the real test and my first event isn't until 4/26 (weather dependent of course). I do like to trail brake and throttle steer provided I can get the rear to hook. It's supposed to warm back up later next week so hoping to drive a little more then and maybe look for some clover leafs
10-4. I think the fatter rear tires I run will control it, but if not may need to look at a smaller (GT) rear bar.boro92 said:Oh 100% I think most like to trail brake. Especially with these cars which are so easily/ready to rotate, it's nice to take advantage of!
When I mentioned "luxury" i meant that perhaps it's course dependant. There will be corners where one cannot trail brake into (ie: a sweeper), so I'd be interested to see the new relo position affects on steady state corners, or on throw away corners where the perfect setup is either not a possibility, or that the compromising of the corner is prefered bc it sets you up better for the following one.
But blah. Enough mumbo jumbo. I too would like to one day experience these magical relocation brackets I'm still on stock suspension for now.
cloud9 said:Got it out a little today and initial indications are there is better rear grip on acceleration out of corners. It was only in the 50s and didn't get much road time so can't make a definitive statement yet, but initial indications were positive. 1-3 inches of snow tomorrow so it may be a while before I can get more miles on it
Mad Hatter said:Great!, I just did the same on my BMR brackets. Moved the LCA to the lower hole on the BMR bracket, Off to a Time attack on Sunday, looking forward to comparing notes! Also put in a BMR drive shaft hoop and Whiteline transmission rubber thingy.
That's where I have mine set using the same components.576 said:So with "P" springs and otherwise stock suspension, using the Ford poly lca's set to upper hole of the Ford relocation brackets? Street tires, no slicks. Occasional track use, mainly DD. Thanks.