BMR LCA on V6 Review and Report - Mustang Evolution

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Old 05-03-2015, 12:17 PM   #1
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BMR LCA on V6 Review and Report

Looking for a weekend project and items to check off my 'do to the car list' I decided I had a problem that justified another box being checked. Hard 6k shifting into second would produce enough torque that my car would break traction with the rear end kicking very hard right. In my logic to make an issue justify a purchase (not the other way around), I picked up a pair of BMR lower control arms.

Installation seemed straight forward after watching the 5 min CJ Pony Parts video. It was and it wasn't straight forward. With the car on jack stands and wheels off, backyard mechanics be advised you don't have a lot of room to work under there. A steel tube over one end of your torque wrench goes a LONG way I learned halfway into this. The first side had the car supported on the axle with a jack stand. I ended up with about a quarter inch less than I needed to get the rear mounting bolt lined up and in. After verbally practicing my foreign language skills (Sailor 401), Teak14 here in the forums suggested using a punch to pry the extra space I needed. That did the trick. Side one install time = 90 minutes; side two install time 20 minutes with decided less blue flame obscenities). Anyone thinking of doing this upgrade in the driveway you REALLY need a steel tube to get leverage when torquing down the mounting bolts. I don't care how much you bench, be honest with yourself. You have about 45 degrees of angle to work in (at a very awkward angle I may add) at tightening to 130 foot-pounds. Cuss heartily and you'll get it done with a homemade extention.

Road test. As much as I wanted to see a difference, I can't say I did. My car on hard second gear shift was squatting more and driving forward more then before. Today in Virginia, it is about 80 degrees outside so I'm not convinced a good portion of this isn't due to tire and road temperature giving me better grip.

All things considered, I'm glad I made this upgrade and would do it again. The BMR LCA were just shy of 100 clams plus the cost of a cheap grease gun and large torque wrench (Jegs for parts rocks on prices) took this up to about 130. Performance gains, maybe. Feeling good that another critical upgrade box is checked (checking off boxes is more important than what they represent) definitely! Hope this helps some of you other V6 guys looking at going down this path.
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Old 05-05-2015, 12:59 PM   #2
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Are you lowered?


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Procharged D1 on 12Lbs, MPT 93 Tune, 73mm BBK TB, Ported Upper/Lower Intakes, BBK Shorty Headers, FRPP Cut n Clamp Xpipe, Borla S-Types, Barton Short Shifter/Blowfish Bracket, SS Clutch Line, Whiteline Trans Bushing, One Piece Driveshaft, Front and Rear Tower Brace, Whiteline Front and Rear Sway Bars, Whiteline Adj LCAs/Adj UCA, BMR Relocation Brackets, BMR adj Panhard Bar, Eibach Sportlines, FRPP Dampers, 20" AMRs, 3.55 gears, Brembos
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Old 05-05-2015, 01:02 PM   #3
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You may benefit more from LCA relocation brackets rather than the actual control arm. Our v6 LCAs sit parallel to the ground. With relocation brackets it will pitch the rear of the arm downward therefore keeping the axle planted better on acceleration.


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Procharged D1 on 12Lbs, MPT 93 Tune, 73mm BBK TB, Ported Upper/Lower Intakes, BBK Shorty Headers, FRPP Cut n Clamp Xpipe, Borla S-Types, Barton Short Shifter/Blowfish Bracket, SS Clutch Line, Whiteline Trans Bushing, One Piece Driveshaft, Front and Rear Tower Brace, Whiteline Front and Rear Sway Bars, Whiteline Adj LCAs/Adj UCA, BMR Relocation Brackets, BMR adj Panhard Bar, Eibach Sportlines, FRPP Dampers, 20" AMRs, 3.55 gears, Brembos
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Old 05-05-2015, 02:11 PM   #4
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^^ Close, but not quite. In a full out drag application you are correct, you would want the LCA lowered towards the axle (body mounting point higher than axle), but in a street (tire) application this would easily overload the tires.

When lowering the car, the LCAs become no longer parallel (body lower than axle), and the purpose of the LCA brackets is to lower the axle mounting point (now making the LCAs parallell), and parallel LCAs are going to be best for a street tire application.


I agree however, if you're still having issues, and are lowered, you need the brackets.
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Old 05-05-2015, 02:39 PM   #5
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Quote:
Originally Posted by Voltwings View Post
^^ Close, but not quite. In a full out drag application you are correct, you would want the LCA lowered towards the axle (body mounting point higher than axle), but in a street (tire) application this would easily overload the tires.

When lowering the car, the LCAs become no longer parallel (body lower than axle), and the purpose of the LCA brackets is to lower the axle mounting point (now making the LCAs parallell), and parallel LCAs are going to be best for a street tire application.


I agree however, if you're still having issues, and are lowered, you need the brackets.

Good to know! I will be lowering shortly and got the bmr relocation brackets for my LCAs. I will be sure to get parallel/just under for street application because I rarely track the car. Thanks


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Old 05-05-2015, 03:05 PM   #6
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Old 05-05-2015, 04:06 PM   #7
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Quote:
Originally Posted by Mean14 View Post
Good to know! I will be lowering shortly and got the bmr relocation brackets for my LCAs. I will be sure to get parallel/just under for street application because I rarely track the car. Thanks


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Mind sharing what setup you are going to run?
I'm looking for eibach sportline but I feel like it doesn't drop enough


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Old 05-05-2015, 04:26 PM   #8
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Originally Posted by sunnytan06 View Post
Mind sharing what setup you are going to run?
I'm looking for eibach sportline but I feel like it doesn't drop enough


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I did tons of research and it came down to either the SR performance springs, or the Eibach Sportlines. I chose the sportlines because it evens out the whole car which I like. And I picked up a brand new set for $140 I thought the SRs left the rear end a bit high for my taste.

I got a killer deal on a bunch of suspension parts as well. I have FRPP shocks and struts with GT500 strut mounts. BMR adj panhard bar. Whiteline adj front sway bar with Ford Racing rear sway bar. Whiteline adj lower control arms with BMR relocation brackets. I will probably pick up a set of camber bolts (if needed). The sportlines only drop the front about 1.1" on the v6 so I may still be within spec. We will see once installed though I've heard mixed reviews. And I will probably end up with an adj upper control arm with mount because the pinion angle will be off with a 1.7" drop in the rear (either whiteline or BMR). I will be installing within the next month or so when I have time off and the weather permits.
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Old 05-05-2015, 04:29 PM   #9
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Yeah we don't have much choices when it comes to springs. I probably run a similar set up with the exception of getting most parts from bmr.

From what I have been researching. Coilover might be the only option if I want to go lower than that.


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Old 05-05-2015, 04:33 PM   #10
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Quote:
Originally Posted by sunnytan06 View Post
Yeah we don't have much choices when it comes to springs. I probably run a similar set up with the exception of getting most parts from bmr.

From what I have been researching. Coilover might be the only option if I want to go lower than that.


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True. Depends on how low you want to go. I don't want to go extremely low because the potholes here in Chicago seem to grow day by day with how many tires they eat.
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Old 05-05-2015, 04:56 PM   #11
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True. Depends on how low you want to go. I don't want to go extremely low because the potholes here in Chicago seem to grow day by day with how many tires they eat.

Haha i live in Los Angeles area. I don't think it can get much worse than here


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Old 05-05-2015, 05:04 PM   #12
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Haha i live in Los Angeles area. I don't think it can get much worse than here


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At least you don't get the brutal winters
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Old 05-06-2015, 07:52 AM   #13
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Yall just have to worry about potholes. Here the roads are bad everywhere due to shifting ground; product of an entire state being basically a sand/silt deposit for the Mississippi.


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