b'TECH TIP PAGETech Tip 14: Achieving the optimum (fullest) contact patch of both front tires, dynamically in full dive, roll,steering & braking in the corner, is an important key to afast race car. This is not easy, with a lot of factors affecting the final contact patch. Wheel load, tire roll, chassis roll,camber setting & gain, caster setting & gain, spindle KPI,steering angle, etc., all affect the final contact patch.The combination of all these factors, minus wheel load & tire roll, is called dynamic camber. Over four decadesRon has learned the dynamic camber needed to achieveoptimum contact patches on both front tires on vehicleswith a range of weights, varied tire designs, differentsidewall heights & wheel-width-to-tire-width ratios.Some basic things to know are:Camber helps the outside tire & hurts the inside tireKPI helps the inside tire & hurts the outside tireCaster helps both the inside & outside tireWhen are 5 or 8 KPI spindles better? It has to do with the travel & roll angle of the suspension strategy. When Ron works out a suspension & steering geometry setup, he utilizes a 3D suspension software that allows him to look at the tire contact patches when the car is in dynamic dive & roll. Like the illustration to the right.Then he works with both static & dynamic camber & caster, as well as the spindle KPI to achieve optimum contact patches for both front tires. Utilizing 5 spindles helps Ultra High Travel/Low-Roll setups achieve optimum tire contact patch. The 8 spindles work better with Moderate Travel/Moderate-Roll setups to achieve optimum tire contact patch.Tech Tip 16: Jack Screws on your coil-over shocks are the best thing since sliced bread. You can quickly & ACCURATELY adjust ride heights, corner weights & cross percentages. Just loosen the nut with 1 wrench & adjust the jack screw with a 1/2 ratchet. No socket needed.When selecting Steel or Aluminum Jack Screws for your coil-over shock adjusters, consider this. The threaded boss welded onto the chassis is mild steel. Of course, steel Jack Screws are stronger than aluminum. But most racers prefer the aluminum Jack Screws, so they DONT damage the threads in the welded on steel boss if something goes awry.Make the Jack Screw take the damage, not the threaded boss welded to the chassis. Just be prepared to replace the aluminum Jack Screws every few years, or after any damage.* Rons race teams run a little anti-seize on the threads only near the boss & always use a jack under the chassis to take weight off the corners before adjusting the Jack Screws. The aluminum Jack Screws last a long time this way. But like everything on a race car, they have a life & will need to replaced when they start to get a little sloppy in the threads. 326'