Torque Link Tech

What angle is best?

    Varies to track length, configuration, tires, engine, and many other factors.
Generally:  Dirt - 15 to 20/ Pavement - 3 to 7
        More angle promotes forward bite on "stop and go" short tracks.
        Less angle seems better on longer high speed tracks with momentum in corners.
        More angle promotes bite quicker but may not stay hooked up very long.
        Extreme angle requires brake floaters to prevent wheel hop on corner entry.
        Longer lengths can usually be run at steeper angles.

What position over rear?

    Starting position approximately at center of weight left to right.  Starting position of 10" to 15" above center of axle will work depending on spring.  (11" to 13" range recommended)  Starting position 1" to 3" behind vertical center line of axle tube.

Fine tuning:

    Within reasonable specs, moving torque link towards one or the other rear tire will redistribute forward bite to favor that tire.
        Car pushes under acceleration - Move torque link towards right tire 1" to 3".
        Car is loose under acceleration - Move torque link towards left tire 1" to 3".
        **Always keep torque link parallel to centerline of car.

What about pinion angle?

        5 to 7 works best on dirt or pavement.

General points:

    Remember, a torque link is NOT magic.  It must be coordinated and tuned with the rest of the car.  Don't give the torque link exclusive credit for speed and don't give it all the blame if the car doesn't work.  Service it regularly to insure a smooth performance.  Check springs periodically for wear or evidence of coil bind.  Since torque is multiplied by whatever gear ratio is in the rear, the higher the number of gear, (such as 6.13 versus 4.86) the more torque must be controlled by the torque link.  Therefore, either the torque spring rate or spring preload needs to be changed when going to a track that requires significant gear change.  Torque link helps hold the car up and takes some of the weight transferred from the front.  In most cases, making angle change of several degrees requires spring changes on rear of car.  Otherwise, the car could lift or squat, depending on conditions, and create forward bite problems.  There appear to be no "all-purpose" set up specs for a torque link.  Experimentation under varying track conditions should give the average racer enough information to be able to troubleshoot handling problems that are tied to the torque link.


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