Thank you. I am big on this, because I'm an engineer. Modifications, for the most part, cannot be done in a vacuum. As an example, lowering the rear messes with the suspension geometry. Stiffer springs require stiffer dampers. Adjustable panhards or Watts linkages re-center the axle, brackets fix the lower trailing arm geometry, and adjustable third links (or CV-equipped driveshafts) fix pinion angle. (I still need to do that last part.)
I'm slowly accumulating parts for another round of mods aimed at improving reliability and MTBF.
Why did you choose a non-articulating LCA for a handling-oriented setup?
Why did you choose a non-articulating LCA for a handling-oriented setup?
Because magical Whiteline amazingness bushings...
or something...
I'm curious too though...
Why did you choose a non-articulating LCA for a handling-oriented setup?
...Rotojoint, J&M street extreme, Johnny Joints are all attempts at free range of motion with less NVH...
I wasn't suggesting a heim. Any one of those three I listed like the roto joint...etc would be ideal for dual purpose.
I guess I just don't understand the whiteline product. Reading and looking at it, I get that it is free to spin in the housing, but I still don't see articulation without compressing the bushing. Maybe if I had one in my hand I would understand better. When you look at, we will say a heim, and move it around it's blatant. I can't see that kind of movement with the Whiteline. I wish there was a video of one with the mounting bolt through it moving it around its entire range.
The Whiteline LCAs work very well. They are adjustable in length, and don't add any bind to the rear suspension because of their "magic" bushings. Scoff all you want, but it isn't polyurethane. They are an elastomer that they've developed, not just the "red 95A poly" that everyone else uses.
FWIW - we run the urethane version of the Ford Racing rear LCA on all our cars. The heim joints transfer WAY too much NVH. There is no major benefit that we have found.
just an FYI, for those that do not know. The 302R is a homologated racecar to run grand am, and the 302S is intended for world challenge and Nasa. The 302R is in an essence more "hardcore", but lacks the downforce and aggressive look of the 302S.
FWIW - we run the urethane version of the Ford Racing rear LCA on all our cars. The heim joints transfer WAY too much NVH. There is no major benefit that we have found.
just an FYI, for those that do not know. The 302R is a homologated racecar to run grand am, and the 302S is intended for world challenge and Nasa. The 302R is in an essence more "hardcore", but lacks the downforce and aggressive look of the 302S.
Having used those types of joints, all of them added a LOT of NVH compared even to poly. But, they are free moving joints with no more friction than the sticky grease adds.
In my experience they are perfect for a competition car, but miserable to live with in a dual purpose or street car.