- 6,401
- 8,295
If you are talking about the PWC stuff, it's a dead player.. sadly because it was a gold mineAny luck with that suspension set up file? Im curious.
This site may earn a commission from merchant affiliate links, including eBay, Amazon, and others.
If you are talking about the PWC stuff, it's a dead player.. sadly because it was a gold mineAny luck with that suspension set up file? Im curious.
No luck on the file. However from what I could dig up (dont ask me where) the top PWC cars used the stock UCA, no relocation relocation brackets. I wonder how the UCA held up though, mine was cracked and worn at 10K miles (and 15 years).Any luck with that suspension set up file? Im curious.
If you need a UCA I have a slightly used Steeda that I'll sell cheap. I can send pics if interested.No luck on the file. However from what I could dig up (dont ask me where) the top PWC cars used the stock UCA, no relocation relocation brackets. I wonder how the UCA held up though, mine was cracked and worn at 10K miles (and 15 years).
I fought a similar problem when I first started tracking my 2011 GT. I have many years of track experience and my derriere kept telling to have little confidence in the handling of this car. I had the Brembo pkg with 35mm front bar and 24mm rear bar, Koni shocks and Ford "k" racing and lowering springs. I have the longer 2011 Whiteline UCA with poly bushings mounted in the upper bracket hole. The solution was twofold, BMR lower control arm brackets with the LCA in the upper mounting hole so that the rear LCA had a very slight upward tilt toward the front. Basically I reduced the anti squat of the rear suspension. I then found the rear sway bar was the real culprit. I had switched to a stiffer BMR front bar set in the softest position. The improvement came every time I went smaller rear bar. I went from a 24 to 22 to 18mm which I am running now. I now have total confidence in the car's handling and I can really drive aggressively with it. It wasn't until later did I find out that a lot of the serious racers don't run a rear bar at all.Hi all,
Im new to this forum but I have been reading with great interest for a long time and cant help but notice that there is a lot of knowledge in this forum. However, I have read up and down virtually all posts on the UCA upgrade for a long time, and Im struggling to find a conclusion. I read praises of the BMR "ultimate" UCA with spherical joints, I have read that the 11+ longer arm design is for sure the way forward, and that the differential end bushing is to weak and needs an upgrade.
So today I figured Ill add the BMR spherical arm and the diff poly bushings in my basket over at Lethal performance, and in a final search to justify my purchase I stumbled across one of the best threads ever, the project budget 400whp thread... Man.. Now all of the sudden the Roush SHORT 07-10 arm is the way to go and its backed by the a racecar driver. So is that the final answer? Is there no point to use a 11+ longer arm that I thought stabilised the rear end as claimed by.. Well BMR who makes money selling them?
Any help here would be greatly appreciated.
Ill add in a little background information and the problem at hand:
2007 GT500 super snake 660hp
Shelby Eibach suspension system including adjustable panhard bar
Ford Racing 1 pc driveshaft with unknown and potentially incorrect pinion angle
SVE 10" wheels with 275 tires front SVE 11" 295 tires rear
Problem: The car was very unstable in the rear end when I got it. It served little to no confidence, and the rear end was "wobbeling", trailing, just terrible. Pushing it was scary and not fun at all.
Mods:
Ford racing (boss302) LCA and BMR relocation brackets - Top mounting hole is used
Result: Rear end way better, steady state long sweepers etc is now much improved. Still some instability, especially when braking, and bumpy roads when turning, dynamic stuff like right left turns and trailbraking..
I suspect the UCA is causing my problems, but I could be wrong. Ideas anyone?
Bingo...no rear bar. BUT, you have to have enough roll couple to handle the increased body roll.I fought a similar problem when I first started tracking my 2011 GT. I have many years of track experience and my derriere kept telling to have little confidence in the handling of this car. I had the Brembo pkg with 35mm front bar and 24mm rear bar, Koni shocks and Ford "k" racing and lowering springs. I have the longer 2011 Whiteline UCA with poly bushings mounted in the upper bracket hole. The solution was twofold, BMR lower control arm brackets with the LCA in the upper mounting hole so that the rear LCA had a very slight upward tilt toward the front. Basically I reduced the anti squat of the rear suspension. I then found the rear sway bar was the real culprit. I had switched to a stiffer BMR front bar set in the softest position. The improvement came every time I went smaller rear bar. I went from a 24 to 22 to 18mm which I am running now. I now have total confidence in the car's handling and I can really drive aggressively with it. It wasn't until later did I find out that a lot of the serious racers don't run a rear bar at all.
tell them I sent you.. lolI totally am going by their word knowing they are one of the top players in the business. I’ve just always read about LCA relo brackets recommended for lower than stock vehicles and torque arms more so for higher hp applications ( turbo and supercharged especially)..not to restart topics that have been beaten to death.
They’ve said it here too, but so many think it’s not the way to go and would rather waste money on aftermarket parts better suited to drag racing (like urethane bushings the bind) or are too stiff longitudinally like the spherical bearing types.I noticed that post as well. TY. My car is currently at Phoenix getting some work done and they just told me today they recommended the stock UCA as well with no relo brackets.
Well, we all have. Anyone saying otherwise is full of it.Well I have to admit.. I wasted money on unneccasry parts.