b'GR5 TRACK-WARRIOROptional - Tailored Bump Stop Package: Advanced Bump Stop Set-up Tailored for You by Ron Sutton OptionalCrates Consistent, Confident Braking & Corner Entry Drive it DeepNo Worries. Easily Tunable in Under a Minute Specific Progressive Rate Bump Stops for Soft Landing Shim Assortment & Ron Sutton Track Tuning Guide Included Tech Tip 26B: Bump Stops are often clouded in mystery. In reality, there are a simple tuning tool for corner entry under braking. If you have the right setup, they gently stop the front enddive at your target travel amount. Every Time. This loads the front tires more than non-bump stopped setups AND keeps the rear tires loaded. That consistency grip is confidence inspiring, while allowing the driver to learn, experiment & even make errorswithout costly crashes.Tuning?If the car is loose on entry under braking & turn in, add more shims. If the car is tight or pushy under braking & turn in, remove shims. Yes, it is that easy if you have the right bump stop rate curve. While we use dyno rating of bump stops, durometer is a simple way to tune.Ron will share more tuning tips with you once you have your bump stop setup.Tech 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 between rounds, 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 ahead of 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. This will 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. 37'