^ OH, I forgot to share.
Upper position on UCA Mount (BMR)
Middle Position on LCA Brackets (BMR)
That's awesome!
You know, calling out the holes used is a good simple way of sharing basic info, but since not everybodys car sits at the exact same height what really matters is the control arm angle in degrees, or to put it another way, how much higher one pivot point is than the other. It's the delta that matters and is easily converted from one car to another regardless of what springs and height the car is at.
Just a thought....
Couldnt agree more.
However, there are only (2) positions on the UCA Mount, and (3) on the LCA Brackets.
You can only do "so much" with off the shelf parts, in the grand scheme of things.
A 1" lowered S197 with a 28~" rear tire, with the positions similar - will yield similar AS properties. As in, on one vehicle it may be 110%...and the other, maybe 115%.
Nonetheless, I agree. I was basically pointing out that off the shelf parts, with off the shelf settings, can work well.
I was basically pointing out that off the shelf parts, with off the shelf settings, can work well.
I'd be a lot happier if the bottom of this thing looked more like my stock car. Nice straight frame rails, room to work and plenty of adjustment:^ Gotcha.
That said, I've got some SERIOUS road course cars, with our LCA Brackets, running some seriously short IC positions (LCA in bottom position)
Test, test and test more - thats what its all about!
^ YES!!!!!
And, thanks for the compliment btw. Much appreciated.
Just noticed your sig.
Off the shelf complete BMR Suspension on a 6-Speed manual car, resulted in a 1.31 sixty foot time this last weekend.
He is going for 1.2X's soon.
Can't say I have ever seen a 1.2X in a manual trans street car (S197) - I hope he gets there.
What's it weigh....that's what I want to know....what's the powerplant/hp level on that car? just curious...
I've been running an aluminum one since forever.....and my car gets the works-drag racing, canyon carving, street duty.....everything.Is there any reason not to run an aluminum adjustable panhard bar as opposed to steel? The car is a DD and occasional Drag Race Car.
what's the powerplant/hp level on that car? just curious...
What's it weigh....that's what I want to know....
Is there any reason not to run an aluminum adjustable panhard bar as opposed to steel? The car is a DD and occasional Drag Race Car.
I've been running an aluminum one since forever.....and my car gets the works-drag racing, canyon carving, street duty.....everything.
The way I understand it, Aluminum for street, Steel for the track.
So for stock height car, what is the best starting point for the UCA bracket and LCA relo brackets? Running a 26" tire, 3.31s and Circle D 4C convertor.