b'TECH TIP PAGETech Tip 41: Our Total Braking Torque numbers mentioned in the catalog are based on netstopping power as measured on a brake dyno, to account for caliper flex, with the suggestedmaster cylinder size for average 180-195# man pressing 100# on a 6-1 ratio brake pedal.Ron learned early on drivers differ in size, leg strength & pedal feel preference.Usually, lighter drivers do not like to press the brake pedal to 100#. So, Ron suggests additional pedal ratio or smaller master cylinders to achieve the desired braking force & the right feel. Typically, significantly heavier drivers naturally push the pedal harder than 100#.So, Ron suggests less pedal ratio or larger master cylinders to achieve the desired braking force & the right feel. Talk to Ron Sutton about your height, weight & pedal feel preferenceand adjustable ratio pedalsto achieve happy braking right out of the box.Tech Tip 43: Bearing thrust load capacity, for hard cornering, is defined by several factors. The number of bearings in the unit, size of the bearings, angle of the bearings the race, materials used & contact surface area of the ball or roller bearings to the race. Todays hub bearing assemblies utilize angular contact ball bearing design, which loads the balls at an angle (similar to tapered roller bearings), increasing thrust load capacity over inline ball bearings. These offer lower friction & better fuel mileage than tapered roller bearings. But, they are not as capable of handing high G corner thrust loads we see with top level, high powered, big tired, race cars today. Hub bearing assemblies that utilize tapered roller bearings can be over 50% stronger than angular contact ball bearing hub assemblies, due to increased contact area of the roller bearing compared to the ball bearing. Tech Tip 44: How can we have more front end travel than ride height? The answer is simple. Were not measuring the two at the same spot.We measure ride height under the middle of the front clip dog legs on each side. Typically, this is about 1 behind the firewall. We measure front end travel in dive, under braking, at the front axle centerline (FACL). The rear of the car does not dive under braking, just the front. The rear axle centerline is the cars pivot axis under braking. So, as the car dives in front, the chassis angle (rake) increases as much as 3. To achieve this high front travel, the front crossmember is built 1-2 higher than the dog legs & rest of the chassis, for more ground clearance during dive travel.The ride height at the Dog Legs determine how far the chassis can travel.Ron often dives his race cars so the Dog Legs are 1/8 above ground.How much dive that is at the FACL, depends on how far forward the front crossmember is.Discuss your strategy with Ron Sutton. Better to be a racer for a moment then a spectator for a lifetime.222'