b'TECH TIP PAGETech Tip 20: The shock Motion Ratio (MR) of your lower control arms play two important roles. First is understanding the higher the motion ratio the bettercontrol your shocks will have over the suspension creating more grip.On the lower control arm (LCA), the closer the shock mounts out toward the wheel, the less leverage the LCAhas over the shock & the more control the shock has overthe wheel. Shock control is good for grip. Being out closer to the wheel, the shock can respond quicker, which allows the shock to keep the tire & wheel loaded over the undulations of the track surface a higher percentage of time.Plus, the shock travel is closer to wheel travel providing better valving control. Second is figuring out what spring rates you need to achieve your target wheel rates. The raw MR formula is BC = MR. For example, a 16 control arm (C) with the shock mount (B)at 12 = .75 MR (Raw).To get your final motion ratio, we take the raw MR, square it, thenmultiply by the Cosine (CoS) factor for the shock angle. The Cosine factor varies with theshock angle, but for an example shock angle of 15 the CoS is .966.Carrying on with our raw MR of .75 example, the formula would be .75 x .75 x .966 = .543final motion ratio. So, if we want a 300# wheel rate, we take 300#.543and figure out weneed 552# springs. So, we pick 550# springs & live happily ever after in Victory Circle.All RSRT Lower Control Arms have high motion ratios for better shock control & grip!Tech Tip 25: The goal of dialing in your camber, caster & toe is to achieve the largest tire contact 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 the compressed 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 our Secret Sauce shocks for Autocross, Track & Road Racing.545'