The third link provides force onto the rear axle assembly as the car accelerates. When we
If the same stiffly shocked corner is in rebound, less of the overall load will be retained by that corner, and its diagonal corner as well, during the rebound cycle only. That is the essence of shock technology related to handling influences. Plan your shock layout by comparing the stiffness of one to the other corners and to the spring stiffness at the corner you are trying to control.
7. Brake Bias
Once the setup has been balanced and the shocks are decided upon, we need to evaluate the turn-entry characteristics and the fact that brake bias is a very important influence at this segment of the track. We do not want to try to solve turn entry problems with the brake bias, we only need to make sure the car stays neutral in handling when the brakes are applied.
Brake bias influence can be easily determined by entering the corner with medium to heavy braking first and then entering with light braking to see if there is a difference. If there is, try to adjust the brake bias to eliminate the adverse condition.
Once you've made the entry to the corner balanced, check to see if the adjuster is centered. If it is too far to one side, then changes to the brake master cylinder sizes and/or the pad compounds might need to be made in order to maintain a centered-bias adjuster. Off-centered adjusters can be very inconsistent.
A trick that has been used in the past to improve rear bite when accelerating involves mou
8. Bite Off The Corners
In situations where the exit portion of the track provides less traction and/or the corner is more flat, we might need to develop more rear traction upon acceleration. Just giving the car more rear traction, period, does not help us if the car becomes too tight in the middle of the turns and we could end up with the reverse of what we need.
We must develop ways to create more rear traction on acceleration only. There are ways to do that without changing the handling at other points around the racetrack. One way is to have a rear spring split, where the right rear (RR) spring has less spring rate than the LR spring. This is very "old school" but when applied with a balanced setup, very effective. This develops more crossweight as the car squats on acceleration. Stock cars using the metric-style four-link rear suspension usually need to do this just to achieve a balanced setup with the high rear moment centers in those cars.
Another way to gain bite that we have described in the past involves the use of a spring-loaded pull-bar that allows a certain amount of rear end rotation. The idea is to steer the car using different height holes for the rear control arm mounts. As the rear end rotates on acceleration, the left wheel moves rearward more so than the right wheel, creating a slight amount of rear steer to the left. We are only talking about a difference of 0.040- to 0.060-inch, but that is enough to help stabilize our car on exit and provide added bite.
Moving the pull-bar or just the third link to the left increases the loading on the LR tire during acceleration. Be careful not to overdue that.
9. The Antis
Antidive and antisquat are mechanical influences that can help our transitional phases of entry and exit. Antidive helps prevent sudden nose dive on entry by mechanically resisting the downward motion of the suspension using the rotational forces created through braking.
As the front brakes are applied, the caliper grabs the rotor and the motion of the wheel/rotor tries to rotate the spindle. This force is resisted by the ball joints and control amrs. The upper BJ is trying to be forced in a forward direction and the lower BJ is trying to be forced in a rearward direction.