b'TECH TIP PAGETech Tip 24B: Did you know you can run your front sway bar links in different holes to splitthe rate? Rookie racers think they need the links in the same holes, or location, on each side.Not true. The sway bar works the same on left & right hand corners regardless of any armlength differences on the opposing sides. Same front or rear. Most people think a front swaybar with three holes in arms has three rates. But you can split the holes with one link. Theactual bar size & rate you receive in your package is tailored by your cars weight & the strategy youre running. For example ONLY, lets say your setup calls for a 1.50 x 32 3-piece 4130 chromolysplined sway bar, stepped down in the middle to 1.450, with the three rates of 1130#, 1270# & 1434#. By moving one link a hole forward or hole back on one arm, we also have rates of1200# & 1352#. Now, your front sway bar is fine tunable for the various tracks & conditions.When you adjust the front bar rate, you are not adding grip or losing grip. You are simplyshifting the balance of grip between front & rear. When you soften the front sway bar, you are shifting the cars balance for more grip up front & less in the rear. Conversely, the higher thefront bar rate, the more rear grip & less in front. One key thing: When you are splitting holes, you dont want to accidentally put any preload in the suspension. No pit surface large enough for a car is truly flat. So you do want to find a spotwhere when you unbolt one link, the sway bar arm doesnt spring away. Ideally, you want thebolt to come out easily, with no bind. Then adjust the link length to bolt in the other hole,without binding as well. Just another tuning tip to get you dialed in optimally on race day.Tech Tip 25: The goal of dialing in your camber, caster & toe is to achieve the largest tirecontact patch possible dynamically, when the car is in pitch & roll, under hard braking &turning in the corner. Forget static settings. Dynamic tire contact patch is our focus. Use tiretemps across the tire to guide you on how well you are utilizing the entire contact patch. Plus, when the car is in dive, your front CG is lower AND more air flow is going over the car,instead of under it. Both of these benefits add front grip. Of course, the lower the car in dive,the lower the CG & the lower volume of airflow getting under the carthe larger the gain. But when the driver steps off the brakes, deep into the corner, the stored energy from thecompressed front springs pushes the front end up in milliseconds. You instantly have lesscontact patch & a higher CG. In less than a second, youll also have more airflow under thefront end. All bad. This is why most cars go into a push condition, upon brake release.Winning Racers learned they could modify the shock bleed circuit to keep the front end tieddown for a short, controlled time. This allows the driver to get off the brakes earlier & carrymuch greater mid-corner speed. This time off the brakes & before throttle is called the rollthru zone. The rest of the time, the shocks work normal. We utilize tie down in all of ourSecret Sauce shocks for Autocross, Track & Road Racing. 374'