Torque Arm Relocation Bracket?

[Patsy57]

Is there a true benefit to relocating your torque arm using a torque relocation bracket? If so how? I have a Moser12 bolt installed.

Thanks

[Zboner]

so when u launch you dont break your tailshaft and take stress off the transmission

[Patsy57]

so when u launch you dont break your tailshaft and take stress off the transmission

So can you have the torque arm relocation bracket and a driveshaft loop at the same time? Or do they mount in the same area?

[Zboner]

what kind of TQ arm are you looking into getting?

[Patsy57]

what kind of TQ arm are you looking into getting?

UMI Adjustable

[RacerBob]

Is there a true benefit to relocating your torque arm using a torque relocation bracket? If so how? I have a Moser12 bolt installed.

Thanks

If the new mounting location is further back than the oe trans mounted arm, the result will be a rearward shift of the instant center. This will help transfer weight to the rear wheels.

[Eugenio_SS]

remember that changing the length of TA has more effect than meets the eye.
For acceleration, you want a short TA.
For braking you want a very long TA.
Using a short one will cause major brake wheel hop and hinder braking, ie safety... only recommended if dedicated drag car.
Using a long TA will cause acceleration wheel hop, causing non optimal acceleration.

Chose wisely... but i wouldn't sacrifice braking.
There is a solution that is the best of both worlds... aint cheap, but worth every penny... UETA

[RacerBob]

remember that changing the length of TA has more effect than meets the eye.
For acceleration, you want a short TA.
For braking you want a very long TA.
Using a short one will cause major brake wheel hop and hinder braking, ie safety... only recommended if dedicated drag car.
Using a long TA will cause acceleration wheel hop, causing non optimal acceleration.

Chose wisely... but i wouldn't sacrifice braking.
There is a solution that is the best of both worlds... aint cheap, but worth every penny... UETA

Well stated!

[INMY01TA]

remember that changing the length of TA has more effect than meets the eye.
For acceleration, you want a short TA.
For braking you want a very long TA.
Using a short one will cause major brake wheel hop and hinder braking, ie safety... only recommended if dedicated drag car.
Using a long TA will cause acceleration wheel hop, causing non optimal acceleration.

Not to mention all the noise that goes along with the body mounted ones.

[Sam Strano]

As many of you know, I sell UMI's stuff... and a lot of it. I personally favor the full-length TA, and if the car is being used hard (like a lot of drag racing), the addition of the relocation bracket, but something is being missed here in why you might want to run it. I'll get to that here in a minute.

First, you need to know that the UMI bracket does not in any way shorten the TA. What the bracket is is a new transmission crossmember with the TA mount built on. It is a direct bolt in part, and because the TA bolts to it, the loads are put into a part of the unibody MEANT to take big loads (unlike the tunnel brace mount arms).

Here's the big thing everyone misses. The TA relocation bracket makes the TA more effective. Why? Simply put the nose of the TA doesn't move around as much as it does when it's on the tranny itself. The trans, as we know, is mounted with a bushing which allows movement. When the tranny moves, the TA moves with it.

I have to respectfully disagree with Eugenio when he states using a long TA will cause wheel-hop. There are plenty of cars out there that have long arms (mine included) that don't hop. Hell, there are cars with STOCK TA's that don't wheelhop. That's just a bit of an overstatement IMO. Hop, as related to a TA has to do with the TA winding up (flex), and the mounting of the TA itself. You could have a short TA, but a wimpy one and be no better off. You could have a really beefy TA, but a weak or soft mounting point and be no better off.

Short TA's are used a lot of drag racing not because of wheel-hop but because they move the instant center rearward on acceleration.

I have zero issues with a "long" TA. And I don't believe that a decoupled torque arm is the answer. Why? I've had cars with them (long before UE had theirs) which magically ended up with a torn floorpan and that's the only time I've had that happen. I've also driven cars with this TA since it came out. Ironically, both of those cars brake-hopped badly and in completely different situations. One car was being driven on a cold day, the other on a hot day, but on similar tires (and similar to what I run). But even if they didn't brake-hop which is one thing this is supposed to get "rid" of, they didn't put power down any better than my car did. And fwiw, I can't condone a part, regardless of who's name is on it that puts torque loads into a sheetmetal floorpan. The proof is, while being a big UMI guy, as I stated earlier I don't like tunnel mount TA's for exactly that reason.

[Eugenio_SS]

agree with you Sam... was just making a point on the dynamics of the TA.
Since when braking, you'd want the TA to be long for better traction due to the instant center, and for the same reason when acelerating, you'd want a small TA for better anti-squat and traction.
Although it won't necessarily cause wheel hop, the chances of getting wheel hop in braking on a short TA is greater than with a long TA. That's a more correct statement.
I agree that short TA doesn't necessarily = wheel-hop during braking.
I've had a great setup w/ a long TA, but still think that a decoupled TA has its added value.
An analogy would be that street tires will spin @ initial acceleration from a dead stop... it's a faulty generalisation sentence, although one knows that the probability of traction loss on street tires is higher than on slicks under the same circumstances.