b'TECH TIP PAGET mula for winning Autocross competitions is driving talent ech Tip 34Front Grip:The for& experience in a car with high total grip & balanced handling. Total grip is DESIGNED in, or its not. Total grip does NOT come from track tuning.The total griphowever low or highcomes down to the engineering (or lack of) in the suspension design & setup. All RSRT Race-Car-in-a-Box packages are fully engineered & track tested.What creates grip in a race car?There are a few hundred details, but simply put, maximum grip is creating from loading a tires full contact patch to the optimum slip angle. Beyond that, the tire loses grip. Please read the previous page to understand this better.Obviously, wider tires can add grip. But regardless of tire size, for optimum performance, we need to use every bit of the tires available contact patch.NEVER FORGET THIS:For almost all bodied cars with more than 50% front end weight, total front tire grip is THE limiting factor to corner speed capability. So, lets start there. The keys to achieving optimum contact patch on both front tireswhile the car is turning, loaded, rolled, pitched, etc.are DYNAMIC caster & camber. Static numbers are not key. The dynamic numbers (in full dive, roll & steer) ARE KEYbut only half the picture. Loading the outside front tire to its 100% limit is easy in competition. A key to Rons racing successes have come from how well he gets the inside front tire to workand add grip to the total front grip. By designing the front end geometry to dynamically migrate the front roll center under the inside front tire (in full dive, roll & steer) the roll center LOADS the inside front tire to a much higher degree. Ron utilizes bump & Ackerman to mechanically twist the inside front wheel the correct amount to achieve optimum tire slip angle & GRIP!These geometry strategies, combined with the optimum dynamic camber, caster & toe, increase the inside front tire as much as 25%. Many racers only have grip from the outside front tire. Top pro racers, like Ron Sutton, are achieving as much as 25% more front grip.How do you know what is the optimum dynamic caster & camber? Especially when all tires are NOT the same. Rons experience & track testing have provided him with solid answers to tire tread roll under with different tire brands, sidewall heights & designs, various wheel to tire width ratios & a range of tire pressures. For years, Ron utilized an Intercomp tire sidewall spring rater to understand how tire pressure changes affected the spring rate in different tires.With 40+ years of racing experience, winning race car design & utilizing dynamic suspension software, Ron Sutton designs in the optimum parametersroll center, anti-dive, Ackerman, scrub radius, camber, caster, toe, bump steer & morefor each car with its real world dive amount & roll angle. When you roll the car out of the shop, the front end is optimum. Period. Do not mess with the geometry at the track.There are many, many other things that affect mechanical grip. From spring & bar rates to shock valving and of course the major factors of track width, CG, weight, aero, etc. Even suspension bind, tightness & stiction affect grip. Keys to creating grip in your race car are sprinkled throughout this catalog in the blue Tech Tip sections. We hope you enjoy them & these tip help you to become a better racer.425'