b'TECH TIP PAGETech Tip 49: Engine height & the race cars CG is a common topic. Most old school Racersonly think about the engine height with the car at ride height. But sharp modern Racers consider static & dynamic engine height & therefore the mass height of the front of the carbecause were going to travel the front end of the cara LOTin dive under brakingand keep it there through the corner with tie down shock valving. Old school thinking was mount the engine as low as you can, or the rules allow. Rules might dictate a 11 minimum crank height & they traveled the car 1 in dive, so through the cornerthis mass is at 10. Modern thinking is mount the engine where its needed to travel the car the maximum. Not uncommon to see race car engine at 12 crank height, then dive 4, where the mass is now 8. The modern car can carry SIGNIFICANTLY more corner speed with its mass at 8 than theold school car with its mass at 10. Its simply physics. Now at ride height, through a longsweeper, the 11 crank height wins over the 12, so we compromise.Tech Tip 50: Remember, when there is no torque present (from the engine or brakes) in the Roll Through Zone of the corner, the Anti-Squat from your suspension linkage doesntmatter. On corner entry, the amount of braking torque & the degree of Anti-Squat combine tounload the rear tires to a degree.Harder braking on entry and/or higher Anti-Squat loads the front tires more & unloads the reartires more. Softer braking on entry and/or lower Anti-Squat load the front tire less & unloadthe rear tires less. Obviously, the reverse also makes sense. On corner exit, harder acceleration and/or higher Anti-Squat unloads the front tires more & loads the rear tires more. Of course, too much power for your setup leads to tire spin. Softer acceleration and/or lowerAnti-Squat unloads the front tire less & loads the rear tires less.Tech Tip 51: Brake bias is often overlooked as a handling gremlin. We find 20% of handlingproblems are because the Racer has their brake bias off balance.Too much front brake makes the car hard to turn, tight or even pushing on initial corner turn in.Too much rear brake makes the car feel uneasy, free and even loose on corner entry, whenbraking & turning together.So, if your race car is tight or loose on entry, at initial steering turn-in, before you change yoursetup, check the rotor temps after a run. With same size rotors front & rear, you should seesomewhere around 65-70% front braking. If yours is a lot different, we suggest you test & tune with brake bias to find what works best for you.Since heavier rotors run cooler & lighter rotors run hotterif your front & rear rotors vary insize & weightyou need to figure out the temperature splits from your race cars front & rearrotorsthat make your br ake bias happy. 169'