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As has been sort of implied... every combination is different.

Remember, the key to controlling tire spin, is finding a way to waste energy that would normally be used to overpower the traction to do something else. Sometimes it's body seperation, wheelies, spring deflection, etc...

What a caltrak is doing is managing that tire spin energy through spring deflection. If the spring is very stiff (lots of preload), there is no deflection left in the spring to "waste". If the car doesn't have the traction to use that energy, it will spin.

On the flip side, if the car already has enough traction and you let the spring "wind up" you're wasting energy that could be moving the car forward.

Ultimately on any given combonation, ALL of the energy eventually goes through the spring. It's the only thing that connects the body to the axle right? But what changing the preload does, is changes when that energy is applied. If the car is busy spending horsepower winding the spring up, it can't be spinning right?

That is basically how it works. Changing the bar location in the caltrac effects the above scenario. Putting the bar in the lower hole applys more pressure, at a slower rate to the front spring segment. Putting the bara in the upper hole applies less pressure at a quicker pace.

If the car doesn't spin, more pre-load will usually be quicker. The more pre-load you put in it, the stiffer the front spring segment becomes, and acts more like a ladder bar in the top hole at that point.

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Thanks for making it simple enough for ME to understand .