b'TECH TIP PAGE Tech Tip 46: Rons oval track racing experience made him a better road racer. Ron learned a zillion tricks to make a car turn left better racing & winning in everything from USAC Sprints & Midgets to NASCAR Stock Cars & Modifieds. When Ron returned to road racing, he used some of these tuning tools to make cars quicker overall on road courses that are predominantlyleft or right, like most. You can gain more in the majority corners than you lose in the minors.If the road course has predominantly right hand corners, reduce the crossweight (lower RF & LR scale readings). You achieve this by adjusting the Jack-Screws left/outward (to load thatcorner less) on the RF & LR. Then adjust the Jack-Screws right/inward (to load that corner more) on the LF & RR. Making adjustments equally, but opposite, is how you adjust crossweight without affecting the ride height. Do the opposite to increase crossweight for courses with predominantly left hand corners. Of course youll need to test to know how much.Measure the circumference of all tires with pressure. They will vary a little. Put the two smaller tires on the RF & LR for with predominantly right hand courses. Larger tires go on the LF & RR. Do the opposite for road courses with predominantly left hand corners.If you run Draco springs, they all come with spring rate dyno sheets. Or rate test your off brand springs. Youll find they are close but, vary a little. For predominantly right hand courses, put the two softer springs on the RF & LR. The stiffer springs go on the LF & RR. Do the opposite for courses with predominantly left hand corners. T ech Tip 47: Negative Camber & Toe-inin the reardoes add rear grip. This is pretty easy to dial into anIndependent Rear Suspension (IRS). But what aboutstraight axles?Racer have been doing it for decades.For straight axle floater rear ends, the correct way ofdoing this is utilizing hub flanges on each end of theaxle tubes that have the desired camber and/or toe machined into it. Then the axles are machined with a crowned spline so they dont bind in thehubs straight splines. These wear out 3 times quicker, because there is lesscontact area spline-to-spline, especially with high power, big slicks & aero.Rons philosophy, from experience, is until we have more front grip than rear grip, running cambered rear ends is a waste of money. But when we have super high grip front ends, like our TA & GT Track-Warriors, then we need the added grip of a cambered rear end.Tech Tip 48: Youll see some companies offering smaller diameter axles to help absorb the shock at throttle opening & provide more grip. We do not do that. We do not believe in making the axle weaker, and therefore failing sooner, to reduce the shock to the tire. Surprise, surprise!We use the suspension to absorb the shock at throttle opening & provide more grip. We offer aTorque Absorbing 3-Link, 2 Decoupled 3-Links & a Decoupled Torque Arm that do this job much better than smaller OD axlewithout suffering shorter axle life.47 6'