129 Rear Suspensions: All 3-link rear suspensions from TT to GT eliminates the rear seat area to make room for the top link of regular 3-links & the dual Accel-Decel links of the decoupled 3-link. The top link must mount to the main hoop of the roll cage structure. GT: Meanest, baddest, highest grip rear suspension available today period. This offset, decoupled, shock & spring controlled 3-link is the ultimate tunable rear suspension. This system provides the highest level of corner entry grip & corner exit grip possible … with no side effects on mid corner handling. You can tune the entry grip & exit grip completely independent of each other. The 3-link is offset a specific amount to eliminate torque steer. The decoupled upper linkage utilizes a state-of-the-art 2-way adjustable gas shock to control both accel & decel forces. Accel link angle easily & quickly adjusted in pits. Corner exit & entry grip tunable from the cockpit. This is the most expensive rear suspension we offer. Your choice of Quik-Tune Watt’s link or Quik-Tune Double Adjustable Panhard Bar. Not legal for Trans Am or GT1 class racing. Legal in SP & SPO. TA: Offset, Decoupled 3-Link like above, except uses poly bushings for torque absorption. You can tune the entry grip & exit grip completely independent of each other. No shock or springs utilized. This system provides almost the same level of performance as the shock/spring controlled system above … but utilizes poly bushings. The poly bushings can be changed as a tuning tool & must be replaced on a regular basis to prevent failure. Poly bushings are a consumable, like brake pads. Accel link angle easily & quickly adjusted in pits. No cockpit adjustment. Significantly less expensive than shock unit above. Can be run with your choice of Quik-Tune Watt’s link or Quik-Tune Double Adjustable Panhard Bar. Legal for Trans Am class racing, as well as GT1, SP & SPO. TA2: Offset 3-link with torque absorber top link. Use poly bushings for accel & decel functions to provide more grip, especially with harder compound tires, narrow tires or street legal tires. You can NOT tune entry grip & exit grip independent of each other like the decoupled systems above. When you adjust the top link angle, it affects both corner entry & exit grip in opposite directions (as do all 3-links, 4- links, torque arms, etc). Poly bushings are a consumable, like brake pads. Top link angle easily & quickly adjusted in pits. No cockpit adjustment. Significantly less expensive than decoupled systems. Double adjustable panhard bar. Quik-Tune on one side. (Upgradable to Quik-Tune Watts). Legal for Trans Am class racing, as well as TA2, GT1, SP & SPO. TT: Offset 3-link with normal tube top link. No poly bushings. Less maintenance, but no torque absorption to soften blow to tires. Fine with slicks & moderate power. When you adjust the top link angle, it affects both corner entry & exit grip in opposite directions (as do all 3-links, 4-links, torque arms, etc). Top link bolts into bracket with a set of curved holes. Upgrade option to the jack screw top link adjuster for easy & quick adjustments in pits. This is our least expensive, tunable offset 3-link. Typically paired with a double adjustable panhard bar. (Upgradable to Quik-Tune Watts or Double Adjustable Panhard Bar). Legal for all racing classes. BYO Track-Warrior