Need a little help figuring something out

[SSLance]

Makes perfect sense Ron, thanks!

I'll make out a worksheet to take copies of with me when I go out and test to make it easier to record notes onto. Along with a copy of the instructions...

When you break the shock tuning procedure down like you have above in the instructions, it paints a much clearer picture of what we are trying to achieve with adjustable shocks and how they work as the brains of the suspension. I can't wait to start tuning on them to watch and feel how they react and how the car reacts once they are dialed in.

I'll keep you posted with the updates.

[83hurstguy]

Lance, thanks again for the ride today! You and Ron have got this thing smokin! Hope you got a good clean run after we had to take off.

Car is handling absolutely awesome. Definitely the best handling G-body I've ridden in. Now I have to get my can in gear to get mine out there next year.

[SSLance]

No problem Luke, was nice meeting you and your wife. Sorry about the "incident" during your ride along.

I'm working on gathering up all of my notes, pics and videos of the weekend past and will update the thread once it's all organized, digested, and fit for public consumption. Was a blast though, huge turnout... 124 drivers competed in our event yesterday.

[SSLance]

Saturday morning I headed out to do some parking lot testing and tuning of the ridetech triple adjustable shocks to try to establish a baseline setting to start out Sunday’s event with. I was armed with Ron Sutton’s shock adjusting checklist, a notebook with some worksheets I made up to help me record notes, and my GoPro.

I had scoped out a church parking lot about 5 miles from my house that looked like a great place to make some runs. Being wide open with nobody around and asphalt in pretty good shape were key. I didn’t want to put too much wear or heat into my race slicks as I needed them at their best for Sunday, so I had my street tires on.

Ron had me set all of the shock settings at -12 clicks for an initial setting except for the rear high speed compression which we set at full soft -24 clicks. Ron had spec’d 175# springs for the rear but all we had were 185# springs so we compensated by setting the rear high speed compression at full soft. I made several figure 8s in the parking lot in second gear, accelerating up to about 40 mph, braking hard then turning in, rolling mid turn, and accelerating off the corner back to the other end of the lot to repeat.

Right away it was stopping and turning in pretty well but the rear was loose middle to off.

Low Speed Rebound -12 Front -12 Rear
Low Speed Compression Little Knob -12 Front -12 Rear
High Speed Compression Big Knob -12 Front -24 Rear
Notes: 50 degrees, street tires, 3/4 tank fuel, 50 degrees, street tires, 3/4 tank fuel

Using Ron’s how to guide, I softened the Front Low Speed Compression knob 4 clicks and ran again

Low Speed Rebound -12 Front -12 Rear
Low Speed Compression Little Knob -4/-16 Front -12 Rear
High Speed Compression Big Knob -12 Front -24 Rear
Notes Turned better on entry and middle (As the adjustment intended) Still loose middle to exit

4 more clicks softer on the Front LSC knob and more runs

Low Speed Rebound -12 Front -12 Rear
Low Speed Compression Little Knob -4/-20 Front -12 Rear
High Speed Compression Big Knob -12 Front -24 Rear
Notes: Wheel hopping rears on brakes, Still loose on exit

Ron had told me to go until it gets loose beforehand. When we talked after this session, he informed me wheel hop is the early stages of loose, and in the future to stop there & back up.

Then 4 more click softer on the Front LSC knob and more runs

Low Speed Rebound -12 Front -12 Rear
Low Speed Compression Little Knob -4/-24 Front -12 Rear
High Speed Compression Big Knob -12 Front -24 Rear
Notes: Loose on entry

There it is, just as Ron said. Simple "loose" comes after the wheel hop stage. After these adjustments it had gone from wheel hopping the rears under braking to flat out loose on entry. I was beginning to see just how moving one knob a few clicks on the shock adjuster was really starting to change how the car handled.

I backed up the LSC on the fronts 4 clicks and added 4 clicks stiffening the Low Speed Rebound on the rears. This brought back rear grip on entry.

Low Speed Rebound -12 Front +4/-8 Rear
Low Speed Compression Little Knob +4/-20 Front -12 Rear
High Speed Compression Big Knob -12 Front -24 Rear
Notes: Sticks on entry

If a little is good, let’s try some more…4 more clicks stiffer on the LSR rear.

Low Speed Rebound -12 Front +4/-4 Rear
Low Speed Compression Little Knob -20 Front -12 Rear
High Speed Compression Big Knob -12 Front -24 Rear
Notes: Slid fronts mid corner, Wheel hopped on entry (Again, had I known beforehand, I would have stopped here & gone the other direction.)

I didn't really realize it at the time, but as Ron explained to me in between sessions that the rear tires wheel hopping under braking is a sign of loose in the rear. Made sense to me what had been happening then.

I went one step further stiffening the LSR rear 4 more clicks and was loose on entry, pushed bad mid corner, and way loose off.

Low Speed Rebound -12 Front +4/-0 Rear
Low Speed Compression Little Knob -20 Front -12 Rear
High Speed Compression Big Knob -12 Front -24 Rear
Notes: Loose on entry, pushed bad, loose off

So I backed up that last change 4 clicks softer LSR rear, and added 4 clicks stiffer Low Speed Rebound on the fronts. This was all starting to make sense to me at this point. Feeling how the changes to the shocks were changing the way the car handled was really eye opening. The front got MUCH better, still a little loose in and off.

Low Speed Rebound +4/-8 Front -4/-4 Rear
Low Speed Compression Little Knob -20 Front -12 Rear
High Speed Compression Big Knob -12 Front -24 Rear
Notes:Turns much better mid corner, Little wheel hop rear enter, Little loose exit

Put in 4 more clicks LSR front, braked a little lighter so it didn't wheel hop in, turned good, but loose off, I made the note WAY loose off…

Low Speed Rebound +4/-4 Front -4 Rear
Low Speed Compression Little Knob -20 Front -12 Rear
High Speed Compression Big Knob -12 Front -24 Rear
Notes: Less brake, no wheel hop, turns good, Loose off--WAY loose off

Backed that last adjustment up and ran again. Gained grip on exit and could make both ends stick pretty good with slight driving adjustments.

Low Speed Rebound -4/-8 Front -4 Rear
Low Speed Compression Little Knob -20 Front -12 Rear
High Speed Compression Big Knob -12 Front -24 Rear
Notes: Gained grip on exit, can make both ends stick with driving adjustments

Then on to the Low Speed Compression Rear, +4 clicks. Braking was good, turn in good, loose on exit.

Low Speed Rebound -8 Front -4 Rear
Low Speed Compression Little Knob -20 Front +4/-8 Rear
High Speed Compression Big Knob -12 Front -24 Rear
Notes: Loose on Exit

Back that adjustment back up, ran again.

Low Speed Rebound -8 Front -4 Rear
Low Speed Compression Little Knob -20 Front -4/-12 Rear
High Speed Compression Big Knob -12 Front -24 Rear
Notes: Entry-mid turn great, Early exit okay, late exit loose

At this point I was done with the first part of the checklist, so I headed home to confer with Ron. After taking pictures of my notes and sending them to Ron, we talked about all of the adjustments I made so far. We talked about how the adjustments softening the Low Speed Compression on the fronts early on was making it loose and causing the rear wheel hopping under braking. We decided somewhere between -16 and -20 clicks there would be the ticket.

We then talked about the Low Speed Rebound on the rears was affecting the rear and decided that somewhere between -8 clicks and -4 clicks would be the ticket there. We also talked about the Low Speed Compression Rear which he stressed that we’d only use to fine tune middle of turn handling.

I then bolted my Hoosier A6 race slicks on the car and headed back out for the second part of the tuning. I went to a school parking lot pretty close to the house and found a decent spot that was concrete on one end and asphalt on the other. This intrigued me because where we autocross is a mixture of asphalt and concrete.

I made my first run with the shocks adjusted to where I left off before. It was pretty balanced but a bit loose on exit.

Low Speed Rebound -8 Front -4 Rear
Low Speed Compression Little Knob -20 Front -12 Rear
High Speed Compression Big Knob -12 Front -24 Rear
Notes Slicks added, different parking lot, Entry good grip, Middle a tick free, Exit loose a little

I went 2 clicks stiffer Low Speed Compression front, 2 clicks softer Low Speed Rebound Rear and 2 clicks stiffer Low Speed Compression rear. You can see my note I made below. It was like a light bulb went off in my head, it just worked.

Low Speed Rebound -8 Front -2/-6 Rear
Low Speed Compression Little Knob +2/-18 Front +2/-10 Rear
High Speed Compression Big Knob -12 Front -24 Rear
Notes: Holey Crap-Nice! Entry good grip, Middle good grip, Exit good grip

I got my camera out and made a run each with the camera on all 4 tires of the car.

http://youtu.be/8Xm2Lv4KD_Y

You can tell watching the video how once the front is set in dive, it stays down through the corner without coming back up until exit. I still don’t know much about exactly how shocks work, but Ron says this is what the valving he had ridetech put into these shocks does. All I know is, this car turns…and turns VERY well which was it’s Achilles’ heel before. I can’t tell you how much confidence it gives you diving into a corner know that once the front is set, if you turn in, it’s going to go where you point it. Love that about the car now.

[SSLance]

I just realized that I had not posted my report of my first autocross with the new ridetech shocks installed.

I headed out to our last Autocross of the year that Sunday morning. It was cold, DAMN cold. 27 degrees at my house when I left at 7 am. BRRR… I worked Tech in Heat 0 checking in the competitor’s cars. We had a big crowd show up, 124 drivers total competed in the event. Once the driver’s meeting was over my official work was done so I went to get the car off the trailer and take it out to warm it up. I’m guessing it was about 35 degrees at this time. I took a drive much longer than my usual warm up route to make sure I got some heat into the drive train, then came back, had the car teched then got it into grid ready to roll.

I had left the shocks where I finished with them the day before, my “baseline for slicks” I called it and made my first run. It was probably about 40 degrees at this point. Traction was limited, to say the least. A lot of cars were spinning out in different places searching for grip. My friends watching my run let me know after that I was locking up and sliding both inside rear tires under braking. I didn't notice any wheel hopping though.

Low Speed Rebound -8 Front -6 Rear
Low Speed Compression Little Knob -18 Front -10 Rear
High Speed Compression Big Knob -12 Front -24 Rear
Notes: Started here for run #1, 40 degrees, slicks, Locking up rear tires on entry,53.310 +1

The car handled pretty decent, turned in good, slid the back in a couple of places, I chalked it up to cold asphalt, but I texted Ron with a report and he had me add 2 clicks to the Low Speed Compression front and take 2 clicks out of the Low Speed Compression rear. BTW…how freaking cool is it that I can call Ron, on a Sunday, in between runs and ask for tuning advice…

We had a LONG delay before my second run, trouble with the timing lights. I was actually in the car with my helmet on in the staging lane for about 30 minutes before we finally ran. Like what used to happen to me when I played golf on a Saturday afternoon on a crowded course, I was anxious to run and when it finally came time to drive, I shanked it. Looking back at the video, I over drove it everywhere, like a bull in a china closet culminating with me losing the back in the long sweeper and spinning the car out.

Low Speed Rebound -8 Front -6 Rear
Low Speed Compression Little Knob +2/-16 Front -2/-12 Rear
High Speed Compression Big Knob -12 Front -24 Rear
Notes: Made adjusts for run #2, long delay before start, over drove everywhere, spun in sweeper,loose on roll through 70.386 +1

I texted Ron, told him what happened. He asked what the car needed to be better and I told him the nut behind the wheel needed tightening. Lol He asked again and I told him I thought it was still loose in the middle roll through. He suggested adding 1 more click stiffer on LSC front and 1 click softer LSC rear, which I did.

Car drove much better on my third run, I drove in a little bit too deep into the first 180 but instead of turning in before it slowed down, I just waited til I knew it would stick, then turned in. I didn't slide it, but gave up a bit of time making the corner longer than it needed to be. The next few turns were uneventful, fast and tight. I had one of the veterans of our Region riding with me for the first time and as I made the gate into the slalom on the back stretch he commented “Damn Lance, NICE!!” that made me feel pretty good, both for the car and the driving. I swung too wide coming out of the last cone of the slalom and had to juke back left to miss the gate and I lost the back of the car for just a bit, it gathered right back up nicely, but it set me up a bit inside on the sweeper, so I had to turn back out, then back in again in the middle and lost a bit of time in the sweeper again because of this. The rest of the run was good. Man this car turns…

Doug said to me “it feels just like an autocross car…”

Low Speed Rebound -8 Front -6 Rear
Low Speed Compression Little Knob +1/-15 Front -1/-13 Rear
High Speed Compression Big Knob -12 Front -24 Rear
Notes: Made adjusts for run #3, over drove first entry, Car stable though, lost back end of slalom driver error, little loose roll through, pretty good though 53.140

I wanted to leave the car like it was and try again; Ron wanted to give me a little bit more confidence in the car. At the last minute we decided to take 2 more clicks out of the Low Speed Compression rear…I actually did this with my helmet on as I was about to pull off the grid.

In other events, typically I’ll have a run where I slow down and get real deliberate with all of my turns making sure I hit all of my marks. I told myself several times… “slow down to go fast”. The run felt real clean, never slipped, totally in control, thought I hit my marks and followed the line I need…and most importantly didn't loose the rear in the sweeper which had been plaguing me all day. I felt pretty good coming through the lights…til I saw the timing light. I slowed up about 8 tenths. I slowed down…to go slower.

Low Speed Rebound -8 Front -6 Rear
Low Speed Compression Little Knob -15 Front -2/-15 Rear
High Speed Compression Big Knob -12 Front -24 Rear
Notes: Run 4, pretty good all over, Driver slowed down to go fast, went slower, 53.981

I was disappointed to say the least, I wanted to get into the 52s. The car had it in it, I just didn't get it there. That’s what’s so tough about SCCA Solo events, you only get 4 shots at a course, and it’s done. Had I ran another heat, especially if it was heat 3 when the temps were in the 60s, I might have even got it into the 51s. The car was THAT GOOD after the adjustments made to ridetech shocks with Ron's expert help.

Here are the videos of the 4 runs

http://youtu.be/lEHTS6XoM2E

I now have a 3 binder notebook that I’ll keep in the car with these notes including my baseline setup and where I ended up after the event just in case I ever find myself out to lunch and have to revert back. I'll also start fresh with a note sheet at every event.

I laminated copies Ron’s shock tuning guide posted above and put page 1 inside the front sleeve of the notebook and page two inside the back sleeve to have for quick reference as well. There are INVALUABLE tools to have for anyone running triple adjustable shocks IMHO.

[AutoX_a_Truck?]

I was disappointed to say the least, I wanted to get into the 52s. The car had it in it, I just didn't get it there. That’s what’s so tough about SCCA Solo events, you only get 4 shots at a course, and it’s done. Had I ran another heat, especially if it was heat 3 when the temps were in the 60s, I might have even got it into the 51s. The car was THAT GOOD after the adjustments made to ridetech shocks with Ron's expert help.

I was in the same boat. I finally found some speed on my last lap and managed a 52.082 +1 (2.2 seconds faster than my best lap so my quickest lap was dirty!). I think the Scout was probably capable of running a high 50 (especially once the course warmed up) even if I wasn't. It was a fun event to wrap up the season and your Monte Carlo looked really good out there. It's always nice when a setup finally starts to click and hard work pays off.

I laminated copies Ron’s shock tuning guide posted above and put page 1 inside the front sleeve of the notebook and page two inside the back sleeve to have for quick reference as well. There are INVALUABLE tools to have for anyone running triple adjustable shocks IMHO.

Ron's guide is super useful. I will definitely get some use out of it. Thanks Ron!

[SSLance]

Thanks Tyler. I never noticed, did you drive with the corn costume on or take it off to run? That cracked me up... It was a great event, couldn't' believe the turnout.

I'm putting some 162# springs in the rear tonight and will hopefully get some more parking lot tuning done Saturday before I pull down to Wichita first thing dark and early Sunday morning to run in their last event of the season.

You know I want to run this car more pretty badly to pull it three and a half hours one way just for 4 more runs before the season ends for the year.

[AutoX_a_Truck?]

Thanks Tyler. I never noticed, did you drive with the corn costume on or take it off to run? That cracked me up... It was a great event, couldn't' believe the turnout.

Haha, I drove down to the event and made my 1st run with the corn costume on, but it was a bit constricting/distracting so I took it off for the rest of my runs. I am glad I wore it on the trip down because the Scout doesn't have a heater.

I'm putting some 162# springs in the rear tonight and will hopefully get some more parking lot tuning done Saturday before I pull down to Wichita first thing dark and early Sunday morning to run in their last event of the season.

You know I want to run this car more pretty badly to pull it three and a half hours one way just for 4 more runs before the season ends for the year.

I can sympathize with that sort of dedication. I currently live in the DC area for school so when I can make it back I usually fly in to autoX, err I mean visit my family.

[Ron Sutton]

I was in the same boat. I finally found some speed on my last lap and managed a 52.082 +1 (2.2 seconds faster than my best lap so my quickest lap was dirty!). I think the Scout was probably capable of running a high 50 (especially once the course warmed up) even if I wasn't. It was a fun event to wrap up the season and your Monte Carlo looked really good out there. It's always nice when a setup finally starts to click and hard work pays off.



Ron's guide is super useful. I will definitely get some use out of it. Thanks Ron!

You're welcome. If you get stuck on something, feel free to ask questions.

[eric1967]

Lance & Ron
I want to thank you guys for all the time & info in these posts. I have been reading this for about a month. Now that the autocross season is over I am getting reading to gather all the measurements from my car. We are not that far apart Lance, maybe we can meet up at an event or two next year. Thanks Eric

[SSLance]

Sounds good to me Eric, I plan to hit some out of town events next year if at all possible. Maybe even the USCA event in Madison, IL or an SCCA autocross in St Louis.

If you run into any problems or questions while gathering up the measurements, just ask away. Be happy to help out where I can.

[rustomatic]

Lance, what you've said regarding the learning curve with three-way adjustment hits home. I have simple old-school Konis that basically only have a rebound adjustment that requires removal of one end of the shock (for twisting). It's taken me a couple of months (granted, there was an engine/trans change in the middle) to sort these things to my liking, but it's been totally worth it. Maybe, in ten years or so, I might work my way up to double-adjustables...

The oddest thing that dawned on me in the process of moving away from my old front KYBs was this: letting the spring provide its actual compression rate, without intrusion/tension from a stupid gas shock. As a result of this understanding, my car seems both more comfortable and sure footed; I still fight with this combination at times, of course...

[SSLance]

You know, I've never had any kind of adjustable shock...and am a total noobie at the majority of this suspension tuning stuff...but I have to say with Ron's help, it really wasn't that big of a task getting the shocks tuned in and making them do what we wanted them to do.

I didn't really know what to expect when I started, but not very far into the process it all started making sense to me and I could feel the changes in the car that the adjustment clicks I was making in the shocks were doing. Taking it in steps as Ron's instructions showed was key.

The process helped me learn what the shocks are doing and when I went out to start working on a street setup, I just started driving, stopped to adjust, driving some more, adjusting and within 3 or 4 stops on the 15 mile journey to the Lowes store to pick up some stuff, I had it dialed in. On the trip home I just enjoyed the ride.

[UMI Tech]

I mentioned this a few pages ago but it bears repeating. Ron Sutton helped me with an oval track setup and the car was bad fast right off the trailer. That NEVER happens, especially for how fast our car was. I kept asking the driver what we could improve and he kept saying, "only the driver". I can't imagine how it'll be after doing some shock tuning Ron recommended...

[eric1967]

Sounds good to me Eric, I plan to hit some out of town events next year if at all possible. Maybe even the USCA event in Madison, IL or an SCCA autocross in St Louis.

If you run into any problems or questions while gathering up the measurements, just ask away. Be happy to help out where I can.

Thanks for the offer Lance. I will let you know if I have any questions. Thanks Eric

[SSLance]

I realized that I never really buttoned up the rest of my shock install and final tuning for street driving experience with the ridetech TQ coil over shock install.

This is what my final installed setup ended up like:

Front
ridetech TQ Triple Adjustable 3.6" stroke shock with 600# 8" Spring and Ridetech LCA

Rear
Ridetech TQ Triple Adjustable 6.9" stroke shock with 162# 12" Spring

Also on the front I'm running the stock spindle, Howe Tall Lower Ball Joint, DSE UCAs, and a Baer bump steer correction kit. I've got the ride height set at 26.25" at the fender on the front and 27" at the fender out back. The shocks provide enough travel to compress the front tire 3" to 23.25" fender height before the bump stops on the shock touch. At this point the tie rod is very close to the frame as well, but it clears. Shock will also extend until the fender is at 29" before the bump stop on the UCA contacts the frame.

For the rear shocks, I had to build a set of lower shock mounts because the LCA brackets on my QP 9" are different than a stock 7.5" housing. Pretty easy to do and the mounting position worked out perfectly. I used Ridetech's top adapter mounts to bolt in place of the stock trunnion setup. There is plenty of travel available and adjustability on the back shock setup as well.

I had intended on competing in one more autocross after installing the 162# springs on the rear shocks, but decided at the last moment to not go. I took the time that weekend to put my car back in street mode instead.

I adjusted the shocks using Ridetech's guide sheet for street use and drove it on the street. Man, what a difference... The car feels great. It was a still a bit bumpy on the rear, so I took a bit more compression and mainly rebound out of the rear shocks and got the car to ride smoother than it has in years, probably ever since it had the original stock suspension under it. It still handles great on the street with this setup on the shocks, I took a 35 mph off ramp loop at 70 mph and the car just felt stuck, nary a whimper from the tires. And I wouldn't hesitate to take this car on a long trip now. The Wife Acceptance Factor of the street ride is very good as well.

I haven't found anything to complain or pick apart yet with this setup. It just works... The products are top notch, the support is there even for all of the stupid noobie questions I had during the install, and the parts fit and work together as they should. They allow you to have an "autocross specific" suspension for race day and then transform it to a very comfortable street ride with just a few clicks on a few knobs.

I'll be happy to answer any specific question you may have regarding the install or performance. I've got pictures of just about every angle and task encountered during the install and it's all still pretty fresh in my mind as well. Hope that helps anyone that has been following along through this whole process.

[SSLance]

So, I've been driving the car on the street quite a bit lately and am still fine tuning the shocks for a great street ride. For comparison, here are the settings at the end of my last autocross event of the year (the number represents the # of clicks off of full stiff, there are 24 clicks of adjustment total on these shocks)

Front
Low Speed Rebound -8
Low Speed Compression -15
High Speed Compression -12

Rear
Low Speed Rebound -6
Low Speed Compression -15
High Speed Compression -24

Those settings worked VERY well on the track and I'll use those as a baseline setting at my first test n tune next season.

Here is where I ended up with a street setup for cruising comfort.

Final Street Ride settings:
Front
Low Speed Rebound -11
Low Speed Compression -11
High Speed Compression -16

Rear
Low Speed Rebound -21
Low Speed Compression -22
High Speed Compression -23

I was at -15 on the rear rebound for a while and it was pretty good. But I still felt just a bit of abruptness on extension after a bump in the rear. I had been turning on the knobs and driving it without taking notes so wasn't sure where it had ended up. Once I checked the knobs and counted where the rebound ended up, I took 4, then 2 more clicks out of the rear rebound and it was AMAZING how smooth the ride was after that.

It felt like a stock suspension car with maybe just a hint of euro firmness in the ride. The rebound is definitely what gives that slight abruptness after a bump is absorbed that I was feeling and with it almost completely out it really makes them ride really smooth on the street.

I may still continue to play around with them as I drive it more on the street in the off season and if I find something that makes them even better, I'll post those findings up as well. For now though, I am COMPLETELY happy with how these shocks feel both on the street and at the track.

[Ron Sutton]

You know, I've never had any kind of adjustable shock...and am a total noobie at the majority of this suspension tuning stuff...but I have to say with Ron's help, it really wasn't that big of a task getting the shocks tuned in and making them do what we wanted them to do.

I didn't really know what to expect when I started, but not very far into the process it all started making sense to me and I could feel the changes in the car that the adjustment clicks I was making in the shocks were doing. Taking it in steps as Ron's instructions showed was key.

The process helped me learn what the shocks are doing and when I went out to start working on a street setup, I just started driving, stopped to adjust, driving some more, adjusting and within 3 or 4 stops on the 15 mile journey to the Lowes store to pick up some stuff, I had it dialed in. On the trip home I just enjoyed the ride.

Lance, this has been a fun project. Not only have you built a mean handling AutoX car ... congrats on your championship again ... but you learned along the way, which was my goal.

[Ron Sutton]

Lance & Ron
I want to thank you guys for all the time & info in these posts. I have been reading this for about a month. Now that the autocross season is over I am getting reading to gather all the measurements from my car. We are not that far apart Lance, maybe we can meet up at an event or two next year. Thanks Eric

Eric, you are welcome. It was Lance's & my goal to do this project online as much as possible so guys could see you don't have to spend a fortune to go fast ... but you do need to understand front end geometry enough to get it right.

Let me know if you need any advice on your project.

[Ron Sutton]

I mentioned this a few pages ago but it bears repeating. Ron Sutton helped me with an oval track setup and the car was bad fast right off the trailer. That NEVER happens, especially for how fast our car was. I kept asking the driver what we could improve and he kept saying, "only the driver". I can't imagine how it'll be after doing some shock tuning Ron recommended...

Thanks Ramey!

I always enjoy working out race car suspension set-ups. Doing this having never seen the car or track can be challenging ... but as you know from our communication, I had to have a lot of info about both.

Take care!