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SVT Shelby GT500
suspension geometry question
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<blockquote data-quote="Jam421" data-source="post: 16382443" data-attributes="member: 110985"><p>Track guys or rear geometry experts can correct anything I might say that's wrong because live axle UCA/LCA geometry was explained to me 20 years ago. In essence with suspension loaded on ground LCA's shld be angled slightly upward & the UCA's slightly downward. If one draws imaginary lines extending CA lengths where the two lines intersect should be forward on the car . That intersect point is Instant Center. On my old FFR Cobra kitcar the best traction Instant Center crossing point was just in front of the door rear seams. Sounds weird but the chassis shop back then told me my UCA/LCA geometry before tuning had effect of extra weight " behind the car". Front used to pop up but it got squirrelly once it hooked. After adjustments it went dead straight...traction or no traction. Also, max straight line traction geometry can have negative effect on handling in the twisties. My goal was street driving.</p><p> </p><p>On my '13 LCA's are stock with BMR UCA's set at middle hole . Can't recall first setting but I was a bit disappointed so I went back for a UCA position reset. Whatever they did when I left that shop traction was awesome ! Mustang race shops or even better a chassis shop can tune your rear end geometry. </p><p>SCGallo2 & Black Cobra '99's advice can likely save you from bad rear suspension reactions with a heavy foot stomp. So yeah.....if you want to keep her straight under power with two straight lines and no wheel hop....live axle rear end geometry is a big deal. Perhaps even a call to BMR would help as well. At work while being paid of course <img src="data:image/gif;base64,R0lGODlhAQABAIAAAAAAAP///yH5BAEAAAAALAAAAAABAAEAAAIBRAA7" class="smilie smilie--sprite smilie--sprite1" alt=":)" title="Smile :)" loading="lazy" data-shortname=":)" />->).</p></blockquote><p></p>
[QUOTE="Jam421, post: 16382443, member: 110985"] Track guys or rear geometry experts can correct anything I might say that's wrong because live axle UCA/LCA geometry was explained to me 20 years ago. In essence with suspension loaded on ground LCA's shld be angled slightly upward & the UCA's slightly downward. If one draws imaginary lines extending CA lengths where the two lines intersect should be forward on the car . That intersect point is Instant Center. On my old FFR Cobra kitcar the best traction Instant Center crossing point was just in front of the door rear seams. Sounds weird but the chassis shop back then told me my UCA/LCA geometry before tuning had effect of extra weight " behind the car". Front used to pop up but it got squirrelly once it hooked. After adjustments it went dead straight...traction or no traction. Also, max straight line traction geometry can have negative effect on handling in the twisties. My goal was street driving. On my '13 LCA's are stock with BMR UCA's set at middle hole . Can't recall first setting but I was a bit disappointed so I went back for a UCA position reset. Whatever they did when I left that shop traction was awesome ! Mustang race shops or even better a chassis shop can tune your rear end geometry. SCGallo2 & Black Cobra '99's advice can likely save you from bad rear suspension reactions with a heavy foot stomp. So yeah.....if you want to keep her straight under power with two straight lines and no wheel hop....live axle rear end geometry is a big deal. Perhaps even a call to BMR would help as well. At work while being paid of course :)->). [/QUOTE]
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