b'TECH TIP PAGETech 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 tire temps 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 less contact patch & a higher CG. In less than a second, youll also have more airflow under the front 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 tied down for a short, controlled time. This allows the driver to get off the brakes earlier & carry much greater mid-corner speed. This time off the brakes & before throttle is called the roll thru 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.Tech Tip 26: Bump Stops are often clouded in mystery. In reality, there are a simple tuning tool for corner entry under braking.If you have the right setup, they gently stop the front end dive at your target travel amount. Every Time.This loads the front tires more than non-bump stopped setups AND keeps the rear tires loaded.That consistency grip is confidence inspiring, while allowing the driver to learn, experiment & even make errorswithout costly crashes. Bump stops increase the wheel rate & load the front tires more than regular setups & keeps the rear tires loaded too.That consistent grip is confidence inspiring, while allowing the driver to learn the track, experiment with deeper braking zones & even make errors, without crashes. Tuning?If the car is loose on entry under braking & turn in, add more shims. If the car is tight or pushy under braking & turn in, remove shims. Yes, it is that easy if you have the right bump stop rate curve.While we use dyno rating of bump stops, durometer is a simple way to tune.On rough tracks we run softer bump stopsrated at either 50 or 60 durometer.On smoother tracks, we can run stiffer bump stopslike 70, 75 or 80 durometerto gain more grip & quicker lap times.Pro racers looking for every ounce of grip & lap time will run very hard 85, 90, 93 or 95 durometer bump stops, as long as the track is smooth enough. Another cool tuning strategy for road courses is being able to tune the grip on corner entry of left hand & right hand corners separately.If the car is loose on entry of left hand corners, simply add a shim to the RF.If the car is tight on entry of left hand corners, simply remove a shim in the RF or add a shim in the LF! Reverse this if the car is tight on RH Corners. Ron will share more tuning tips with you once you have your bump stop setup. 69'