b'TECH TIP PAGE Tech Tip 28: Lets compare Torque Arms versus 3-Link rear suspension design. A pro of the Torque Arm suspensions is that they are simple & easy to set up. Torque Arms dont require any tuning, because other than length, they are basically non-adjustable. The key is choosing the right length of arm, because in most cases, the length cant be changed.Shorter arms provide higher Anti-Squat, more loading of the rear tires on initial & early accelerationless on later accelerationand even less on corner entry under hard braking, unless it is decoupled. A longer Torque Arm simply reverses these characteristics. A good road race rule of thumb is for the Torque Arm BASELINE pick up point to be under the Cars CG.The primary advantage of a 3-Link is the tunability. With holes in top link brackets, or a jack screw adjuster, 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 of rear grip on entry versus exit, for different tracks, drivers and/or weather conditions.Why Decoupled? All rear suspensions, except decoupled, experience opposite effects of Anti-Squat on corner entry versus corner exit. A car with 70% Anti-Squat will have great rear tire loading & grip on corner exit, but experience significant rear tire unloading & lack of grip on corner entry, under braking. Lowering the Anti-Squat reverses this. But it is always a compromise. Racers try to find the most acceptable Anti-Squat compromise that gives them the most rear tire grip on corner exit, without being loose on corner entry.Decoupling means we have separate links active/functional for braking on corner entry than we do on for acceleration on corner exit. We dont have to suffer compromise, because the Accel Link is not active/functional under braking on corner entry. Only the Decel Link is active & functional under braking & we will have it adjusted at zero Anti-Squat up to 100% Pro-Squat. We can run the Decel Link level for zero anti-squat or pointed uphill going forward to create Pro-Squat. This is the opposite of Anti-Squat & actually loads the rear tires significantly under brakinginstead of unloading themlike it would with Anti-Squat. Now, on track, we have the best of both worlds. The difference is huge. Tech Tip 32: Under hard braking on corner entry, there is a huge amount of force pushing up on the front tires & therefore the chassis. The front frame literally bows upward. This chassis flex is lost energy & reduces the loadand gripon the front tires. Adding strength to the front frame clipin the correct path of the forcesreduces this flex significantly & adds substantial front grip to your race car.Adding an engine bay bar structure to reduce the amount the front frame bows up, reduces this lost grip. Unfortunately, that force is all directed at the spring or coil-over mounts, twisting them inward. Again, this flex is lost energy & lost front grip. The second part of the solution is to strengthen the bay bars on both sides so they cant twist inward. That is what a bay bar brace does. It prevents each side of the frame & cage bars from twisting inward, towards each other. This two part solution restores almost all the lost grip, allowing you to drive in deeper, with more grip, speed, stability & predictability.1042'