For dirt cars where a lot of vertical movement is desirable to get more load transfer on dry slick racetracks, reduced compression and rebound may be helpful, and a lot of movement should be expected. Of course, this depends on the track conditions. The tighter the track, meaning the more grip, the more we need to control the suspension movement by stiffening the shock rates, especially the rebound.

7. Brakes - Make sure your brake bias is tuned correctly. If too much of the bias is on the rear brakes, the car will be loose under heavier braking. If you lightly brake into the corner and the problem diminishes, then brake bias is the culprit. It helps to install brake bias gauges and then adjust the amount of pressure front to rear. Usually a 60- to 65-percent front and 35- to 40-percent rear bias works for most asphalt tracks where a greater amount of rear brake works to help a dirt car on entry.

8. Anti-Pro Dive - If the car is diving excessively under heavy braking, the RF wheel loses camber quickly and that tire will loose traction. Although the camber change is quick and the wheel returns to normal camber settings a short time later, once the push starts, it is hard to stop it without slowing down. Anti-dive effect can help the situation.

We can also use Pro-Dive to hasten the movement of the left front corner on turn entry. Most teams that do this also are running the BBSS setups and desire to drop the front end as low and as quickly as possible on turn entry. Using Ant-Dive on the RF and Pro-Dive on the LF helps square the front end to the racetrack and along with a softer spring setup provides an enhanced aero effect.

9. Driving Style and Track Transitions - The shape of the racetrack can affect how the car is balanced when exiting the turns. If the transition is abrupt and the top of the track drops to match the inside edge elevation, then the RF will follow the drop-off and unload the LR wheel. Shock rebound rates need to be reduced to allow the LR tire to stay in contact with the racing surface.

Driving style can have an effect on handling too. The best driving line might be in a different place than what feels fast to the driver. The stop watch and passing performance depend on driving the correct line, not what feels fast to the driver.

A driver that dives into the corner low and then pinches the middle does the tires no good and will end up losing a lot of ground to drivers who are more disciplined and drive in wider to increase the radius of the middle of the turn. Carefully watch the line your driver is using and think out if that line is the best one for helping to maintain momentum in the turns.

10. The 99 Percent Rule - If we race long enough, we will eventually stumble on a setup that wins and may provide us with that coveted championship. But racers are racers and we all like to experiment. So, we lose track of the setup that might have won the first race of the year. One very important aspect of race car setup is the 99-percent rule. When you are the fastest car on the track and you are winning races, any change you make has a 99-percent chance of slowing the car down.

Make sure you keep good notes.Refer to those notes before, during and after making any changes. Reference how fast the car is on short runs and on longer runs. Two setups might be equal on shorter runs, but one may be more consistent and that is the one you need to stay with. Most teams are only after the fastest lap setup, but will get beat time and time again by cars that are more consistent and faster at the end of the race.

We hope these tips will cause you to rethink certain aspects of your approach to handling problems. If you are in the points lead or close to a good points position, go over some of these items and make sure everything is where it should be. Then push on to the end of the season and make every effort to run as hard as you can. This all might help you end your season on a high note.