b'TECH TIP PAGE Tech Tip 32: Under hard braking on corner entry, there is a huge amount of force pushing up on the front tires & therefore the chassis. The front frame literally bows upward. This chassis flex is lost energy & reduces the loadand gripon the front tires. Adding strength to the front frame clipin the correct path of the forcesreduces this flex significantly & adds substantial front grip to your race car.Adding an engine bay bar structure to reduce the amount the front frame bows up, reduces this lost grip. Unfortunately, that force is all directed at the spring or coil-over mounts, twisting them inward. Again, this flex is lost energy & lost front grip. The second part of the solution is to strengthen the bay bars on both sides so they cant twist inward. That is what a bay bar brace does. It prevents each side of the frame & cage bars from twisting inward, towards each other. This two part solution restores almost all the lost grip, allowing you to drive in deeper, with more grip, speed, stability & predictability.Tech Tip 46: Rons oval track racing experience made him a better road racer. Ron learned a zillion tricks to make a car turn left better racing & winning in everything from USAC Sprints & Midgets to NASCAR Stock Cars & Modifieds. When Ron returned to road racing, he used some of these tuning tools to make cars quicker overall on road courses that are predominantly left or right, like most. You can gain more in the majority corners than you lose in the minors.If the road course has predominantly right hand corners, reduce the crossweight (lower RF & LR scale readings). You achieve this by adjusting the Jack-Screws left/outward (to load that corner less) on the RF & LR. Then adjust the Jack-Screws right/inward (to load that corner more) on the LF & RR. Making adjustments equally, but opposite, is how you adjust crossweight without affecting the ride height. Do the opposite to increase crossweight for courses with predominantly left hand corners. Of course youll need to test to know how much. Measure the circumference of all tires with pressure. They will vary a little. Put the two smaller tires on the RF & LR for with predominantly right hand courses. Larger tires go on the LF & RR. Do the opposite for road courses with predominantly left hand corners. If you run Draco springs, they all come with spring rate dyno sheets. Or rate test your off brand springs. Youll find they are close but, vary a little. For predominantly right hand courses, put the two softer springs on the RF & LR. The stiffer springs go on the LF & RR. Do the opposite for courses with predominantly left hand corners. Tech Tip 48: Youll see some companies offering smaller diameter axles to help absorb the shock at throttle opening & provide more grip. We do not do that. We do not believe in making the axle weaker, and therefore failing sooner, to reduce the shock to the tire. Surprise, surprise!We use the suspension to absorb the shock at throttle opening & provide more grip. We offer a Torque Absorbing 3-Link, 2 Decoupled 3-Links & a Decoupled Torque Arm that do this job much better than smaller OD axlewithout suffering shorter axle life.255'