b'GTZ TRACK-WARRIORTorrington Style Needle BearingsPair for Front:oCaged Needle Bearing AssembliesoRide Between Two Stainless Steel Races oGo Under Springs to Completely Eliminate Spring Bind oAllows the Springs to Operate at Their True Rate Throughout TravelShock Canister Roll Bar MountsPair for Front: oClamps the Shock Canisters to 1-3/4 Engine Bay Roll Bars oCNC Machined Billet AluminumBlack Anodized oOne Allen Screw Tightens & Secures the Canister to Roll Bar Tailored Bump Stop Package: oAdvanced Bump Stop Set-up Tailored for You by Ron SuttonoCrates Consistent, Confident Braking & Corner Entry oDrive it DeepNo Worries. Easily Tunable in Under a Minute oSpecific Progressive Rate Bump Stops for Soft LandingAsk Ron @ oShim Assortment & Ron Sutton Track Tuning Guide Included Air BumpsTech Tip 5B: Why do we use a Torque Arm for Autocross & 3-Links for most Road Course applications?Tuning takes time. Autocrossers typically have less time for tuning betweenrounds, where there is typically more time between sessions for track days & road racing.Another reason is the corner exit speeds for autocross do not vary as much as road courses. For autocross, if we pick the right torque arm length, we have pretty good rear grip on all corner exits. There isnt much lap time to be gained by tuning on it. On road courses there are big time gains to be had dialing in the rear anti-squat for the track & conditions. The primary advantage of a 3-Link is the tunability. With multiples holes in top link brackets, or a jack screw adjuster on the chassis, we can change the intersect point of the upper & lower links (Instant Center) and therefore the Anti-Squat percentage. We can tune the car for the optimum balance (compromise) of rear grip on entry versus rear grip on exit, for different tracks, drivers and/or weather conditions. A good road race rule of thumb, or baseline, is to start with the Instant Center under the cars CG & tune from there. If you have a car with 55% front weight & 108 wheelbase, the CG is (108 x .55 = 59.4) 59.4 ahead of the rear axle centerline. Run the lower link level with the ground & adjust the top link angle to form the intersection point (Instant Center) 59.4 aheadof the rear axle centerline.When you need more rear grip on corner exit under acceleration, we would adjust the top link (where it attaches to the chassis) downward, increasing anti-squat and rear grip on exit. Thiswill reduce rear grip on corner entry, so we cant get greedy, or the car will get loose on corner entry under braking & turn-in. We do not want that. Were always looking for the best compromise that produces the best lap times . unless we have a decoupled 3-Link.289'