Apeiron

Is there any advantage to using LCA relocation brackets on a car which isn't lowered?

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1984 Camaro Z28 Astral Silver w/ 2 1/2" cowl induction hood
Engine: Decked 383 cid 4 bolt w/ oil cooler, 9.6:1 compression, ARP fasteners, 600 cfm Performer carburetor, Torker II intake, Performer RPM Heads, XE268H cam, Magnum roller tip rockers, MSD6AL ignition, Blaster2 coil, recurved HEI distributor
Exhaust: Terminator headers, Custom 3" TIG welded stainless exhaust, Twister muffler
Transmission: 4L60 w/ Corvette servo, .500 boost valve, TransGo 7-CS clutch springs, 700 PKH pump rings, 700-2 reprogramming kit, Borg-Warner High-Energy frictions & bands, 2400 RPM lockup torque converter
Drivetrain: 2.73:1 limited-slip Dana 44 w/ disc brakes
Tires: Front P225/50VR15 Rear P265/50VR15 Eagles

ede

yeah they're used to change the pinion angle, not the ride height, at least the ones i've seen.

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ICON Motorsports
1st & 3rd

Jester

No, they don't change the pinion angle at all, or ride hieght.

They do help with traction whether the car or lowered or not, but it will be much moreso noticable if the car is lowered.

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"American made baby. 100% American iron. The muscle among the masses. My hero. Yep, you can take your ergonomically designed, space age, computer controlled, 4 door, cup holding map lighted split double wishbone split fold down retractable cargo covered moon roof piece of transportation and keep it. For I have felt the thunder. And I know the difference!"
JSP Motorsports
ICON Motorsports

GMTech

LCA relocation brackets were intended to restore proper suspension geometry for lowered cars, but there is an added benefit to doing so for lowered and non-lowered cars.

Check this out: LCA Brackets

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'87 Trans Am
S/D TPI retrofit including functional PassKey, 22# injectors,
JET AFPR, Ported Plenum,
TB Coolant Bypass, Custom Cold Air,
SSM SFC, KYB Shocks, Boxed LCAs, Wonder Bar,
8mm Accel wires,
Flowmaster Exhaust,
16" GTA rims,
Corvette Servo,
-->14.97 @ 94.9 MPH<--

'97 Bonneville SSE

Apeiron

So given that my car has a rather repugnant wheel-hop problem now and I intend to replace the LCAs, should I put the brackets in too?

What else can I do to the suspension generally? The car's mostly going to be for street use with maybe some occasional light bracket racing.



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1984 Camaro Z28 Astral Silver w/ 2 1/2" cowl induction hood
Engine: Decked 383 cid 4 bolt w/ oil cooler, 9.6:1 compression, ARP fasteners, 600 cfm Performer carburetor, Torker II intake, Performer RPM Heads, XE268H cam, Magnum roller tip rockers, MSD6AL ignition, Blaster2 coil, recurved HEI distributor
Exhaust: Terminator headers, Custom 3" TIG welded stainless exhaust, Twister muffler
Transmission: 4L60 w/ Corvette servo, .500 boost valve, TransGo 7-CS clutch springs, 700 PKH pump rings, 700-2 reprogramming kit, Borg-Warner High-Energy frictions & bands, 2400 RPM lockup torque converter
Drivetrain: 2.73:1 limited-slip Dana 44 w/ disc brakes
Tires: Front P225/50VR15 Rear P265/50VR15 Eagles

SteveSpohn

LCA Brackets:

Repositions your instant center by lowering your control arm angle for increased traction and anti-squat. Lowers rear of control arm up to 3".

This product is a must for lowered vehicles to correct your suspension geometry. Lowering your vehicle alters the LCA angle putting the rear of the LCA higher than the front of the LCA, this causes massive wheel hop and traction loss.

NON-LOWERED vehicles will also see a dramatic increase in traction by lowering the rearward angle of the LCA with our relocation brackets. The lower mount holes are placed in the arc pattern of the OEM length LCA. Therefore allowing a non-lowered F-Body to drop the rear LCA angle and NOT require a longer than OEM LCA. All geometry is correctly maintained. The anti-squat performance is providing most users with a full .10 or better 60' reduction!



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Spohn Performance: F-Body Chassis/Suspension Specialists

IrocStan

Steve,
Please explain how to find instant center on a torque arm suspension.

From what I gather, instantaneous center is not dependent on the lca's in a torque arm suspension. I believe that the front mounting point of the torque arm is the instant center because that is the point that the axle arcs upon. But I do agree that the angle LCA's effect anti-squat. You say, "Repositions your instant center..." I think that instant center may be the wrong word to use. Tell me if I am wrong. Please explain.


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87 IROC 350, 3:42 Torsen, pocket ported 083 heads, complete Edelbrock exhaust, Most free mods, Most little mods, aluminum d/s. Edelbrock STB, SSM sfc's, boxed rear suspension pieces, urethane bushings everywhere.
Stock cam, chip, runners, base, and trans
13.94@103mph, 2.25 60'
In the works: ported SLP runners, ported base, Xtreme Cam, homemade suspension pieces, and 27x10 Hoosiers.
Goal: 12.999

Kevin91Z

iTrader: (1)

Definitely worth it for any car! I put a homemade set on my car with Hotchkis LCA's, and noticed a difference in off-the-line traction. But I still cant get a decent 60' with all my torque, haha.

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West Coast GM Shootout 2001!
1991 Camaro Z28
5.7L 5-Speed (originally 305)
13.25 @ 107.18 MPH
Southern California
Member: SoCal 3rd Gen F-Bodies
Webmaster: SoCal F-Bodies
-=ICON Motorsports=-

Apeiron

Ok, I'm convinced.

What else should I be looking at to upgrade the suspension? Right now it's still got the stock Z28 suspension, with 67W, 7ZW, 8NN and 9NN springs. I'll be putting on the 36mm front and 24mm rear sway-bars, SFCs, LCAs & brackets, urethane bushings, and maybe a strut-tower brace. I'll be wanting to change the shocks and struts too, but I don't know what I should put on.

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1984 Camaro Z28 Astral Silver w/ 2 1/2" cowl induction hood
Engine: Decked 383 cid 4 bolt w/ oil cooler, 9.6:1 compression, ARP fasteners, 600 cfm Performer carburetor, Torker II intake, Performer RPM Heads, XE268H cam, Magnum roller tip rockers, MSD6AL ignition, Blaster2 coil, recurved HEI distributor
Exhaust: Terminator headers, Custom 3" TIG welded stainless exhaust, Twister muffler
Transmission: 4L60 w/ Corvette servo, .500 boost valve, TransGo 7-CS clutch springs, 700 PKH pump rings, 700-2 reprogramming kit, Borg-Warner High-Energy frictions & bands, 2400 RPM lockup torque converter
Drivetrain: 2.73:1 limited-slip Dana 44 w/ disc brakes
Tires: Front P225/50VR15 Rear P265/50VR15 Eagles