Brian Ross reads the car, reviews your data, compares reality to models, and pulls the real fix out of a sea of guesses. Setup work, driver debriefs, and full raceday engineering - for teams who want authority instead of hunches.
Setup reviews, chassis diagnostics, raceday communication: no blind guesses, no BS.
Precision custom fabrication, customizations of your existing piece: we build based on data.
Proven parts, shipped fast, worked out before reaching your trailer.
Every handling problem has a cause you can measure. Not a driver who "just needs to adjust," not a setup that "should" work because it did for someone else's car on someone else's night. Brian reads the data, checks it against what the car is actually doing, and tells you what's true, even when the true answer is more work, not less.
A session ends with a written report, not a shrug. Know what's wrong, why, and exactly what to do next.
The kinds of problems we solve every day.
Super Late Model
Found: Left rear trailing arm angled steeper than the right, so the rear steered differently through the flat end than the banked end.
Changed: Leveled both lower links, reset Panhard bar height to correct the dynamic cross weight.
Same balance in all four corners for the first time all season.
Modified
Found: Birdcage bind in the left rear coil-over was killing droop travel exactly when the car needed to unload.
Changed: Freed up the birdcage, re-valved the rear shocks for the extra travel.
Car started rotating off the corner instead of pushing through it.
Late Model
Found: Stagger was set for a green track and never adjusted as the track came in, so the right rear carried the whole load by mid-race.
Changed: Pulled an inch of stagger at intermission, adjusted rear spring split to match.
Held the same lap time from lap 5 to lap 50.
Fabrication & parts partner: Coleman Racing, since 1965.
Setup notes, hard-earned lessons, and a few hot takes.
Trade setups, experiences, and stop guessing alone.
Fabrication
It could be mounted to any car perimeter or straight rail.
Setup Philosophy
These were invented to take the kinetic energy from the springs and convert it to heat.
Chassis Physics
A sway bar does not push the left front tire down when entering a left-turn; it actually tries to lift the left front tire during initial entry because the car rolls to the right.
From the Pits
Almost every day or weekend we watch short track races where guys can only pass via touching a left rear quarter, touching a back bumper or just drive through another guy and yet that's acceptable.
Setup Philosophy
What I design, run and why: A symmetrical front end in asphalt circle track racing provides balanced handling, predictable cornering, and easier setup adjustments.
Alignment
Toe-out makes your race car dart on straightaways because the front wheels point outward and fight each other for dominance.
Setup Philosophy
I have stumbled into a classic racing sweet spot where dynamic weight transfer replaces static weight.
Just for Fun
At the macroscopic level of a race car turning left on a circle track, classical physics (like centrifugal force, friction, and weight transfer) governs the mechanics.
Tribute
I've seen some posts recently about the king of racing here in the Northeast.
Chassis
For those who like slugged spindles: I think you should pull all the door pins on the doors in your house and car doors and misalign those.
Setup Philosophy
Today's topic is rear weight. I want you to picture in your mind a top fuel dragster.
Setup Fundamentals
A lot of people fail to realize what their front and rear springs really are.
Fundamentals
The most basic rule of handling and speed for a race car lies in increasing the speed we can go through the middle of the turn.
Brought to you by
Custom upper control arms: custom length, custom offset, left or right, aluminum or steel cross shaft. Need something custom? Call 800-221-1851.
Setup Fundamentals
Another tidbit which many do not understand: setting the car up to race, you must set up and scale an asphalt race car with the driver's weight in the seat and the tires set to the Hot Air Pressures...
Setup Fundamentals
Load transfer and why I choose zero roll in any car, only dive and rise.
Setup Fundamentals
The importance of indexing your rear suspension, hope this helps: Indexing (or squaring and aligning) the rear suspension on an asphalt circle track car with a 3-link setup means setting the rear...
Chassis
Proper design and installation of front suspension.
Race Strategy
Here's some free advice. If you are on pole or outside pole at the start of a race or restart, you put it in high gear, hold the brakes and put your right foot to the floor!
Physics
The Radius Equation: Cornering speed is governed by a_c = v²/R, where centripetal acceleration (a_c) depends on velocity (v) squared divided by the turn radius (R).
From the Notebook
Had this in the notes for over 50 years now. It still works.
Race Strategy
The bottom may be shorter but it's harder on the car as it has to turn three times and you cannot drive into the apex on the bottom.
Chassis
Why so many different Spindles? Tall ones, short ones, large offset, small offset.
Setup Philosophy
Why do you people run rear steer? I had someone send me their rear trailing arm angles, left was higher than the right, and an issue has been loose center off for two weeks.
Chassis Physics
With an asphalt circle track car, the pendulum effect happens when excessive or rearward-biased weight (especially ballast placed behind the rear axle) creates a high polar moment of inertia.
Shop Tips
Free advice if you take a 3 foot level and place it against the side wall of your tire top to bottom and use a smart level to make sure it's 90 degrees then place it on the edge it will tell you your...
Setup Philosophy
Let's clarify something. If you are not driving right into the center of the corner and setting the nose with your left foot on the brake pedal, sadly you are not driving in!
Setup Philosophy
The infamous parameters asked by any roll center program including our own was dive and roll.
Setup Philosophy
When the set up forces the tires into the track and the suspension does not allow for any movement the tires cannot and will not last.
Shop Talk
Today's phone conversation with Mr. Coleman was about flex and irregularities in parts.
Setup Philosophy
Timing is the most critical aspect to racing, whether going left or right.
Physics
With our race car turning left on an asphalt track, it is fighting a constant battle against physics to stay on the road.
Alignment
Toe-out means the front wheels point away from each other.