146 With all of my racing experience in just about every form of racing, I prefer the Torque Arm 2nd and the 3-Link 1st . Why is the 3-Link best and my first choice? The 3-Link rear suspension is the most versatile of all rear suspensions for solid axle track cars. Torque Arms & IRS are stuck at 50/50 torque distribution through the rear end. While not bad, we may want more, especially if you can’t run as soft of a tire, or as wide as you need. With 3-Links & 4-Links, we can raise the top mounts on the axle & direct much more of the torque distribution to lift the weight of the car & therefore planting the tires … with the same anti-squat %.  Torque steer is created when the rotating driveshaft & pinion want to load the left rear tire more, causing the car to have more grip out of left hand turns & less grip out of right hand turns. When we offset the top link … only possible in a 3-Link … the correct calculated amount … we can neutralize this effect so the car has no torque steer and the same exit grip on all corners.  Next, with a 3-Link, we can run torque absorbing bushings, springs or shocks in the top link to soften the hit to the tires … improving traction. Can’t do that with a 4-Link. Lastly, if we “decouple” the 3-Link … so the Top Link becomes 2 links … one for acceleration & one for deceleration … we can tune the rear grip on corner entry COMPLETELY INDEPENDENT from our tuning of rear grip on corner exit. The best we can do with ALL other suspensions is find the best compromise of entry & exit grip, because as we increase one we decrease the other. The Offset/Decoupled 3-Link is best of everything. High articulation, no torque steer, more load planting both tires, vastly tunable with optimum entry grip & exit grip, with no impact on the middle.  So when do I recommend a Torque Arm? When the racer wants something simple, sturdy, non-tunable and out of the way. It doesn’t come into the rear seat area, which is important to some Pro-Touring autocross competitors that want the street car look the rear seat offers. In this case a Torque Arm with either a double adjustable panhard bar (both sides) or a Quik-Adjust Watt’s link is the way to go. Besides, the Torque Arm provides way more rear grip on corner exit than most 4-Links. This is due to the common 4-links having the top links too close to the axle & not providing the 50/50 torque distribution through the rear axle to load the tires. The Torque Arm suspension offers a 50/50 torque distribution, loading the tires more than most 4-Links, but not as much as the RSRT 3-Links. Why not IRS? I prefer IRS when we’re building a rear engined race car, with zero ground height rules and lots of aerodynamics. And only then. An IRS doesn’t offer more grip than a decoupled 3-Link. No way. No chance. The advantage of an IRS, is we can manipulate the geometry to help the rear of the car turn better. This is key when we have a high rear weight percentage and can’t create much pitch angle in the front with low to zero ground clearance. But we need lots of aero down force for the high sweeping speed corners to make this package work well. For front engine, full size cars with any ride height 2” or more … we can create a superior handling car with a decoupled 3-Link. Choose your weapon. Choosing Your Rear Suspension Frame & Suspension Kits