suspension book

I am just getting into mini stock racing and was wondering if there was some book that could be recommended about suspension setup and adjusting it.  

Look up books by Carroll Smith

The most basic prinicples you need to know if you are new to suspension setup for asphalt tracks is:

1: Two tires equally loaded have more grip than two tires unequally loaded.
2: A lighter car is faster.
3: A lower car is faster.
4: Most cars with body roll don't corner well (it can be done, but trust me and reduce it with the correct sway bar /  spring combination.)
5: Watch your tire wear patterns.
6: Tires need to slide to develop grip (slip angle), but too much sliding reduces grip - learn to feel this threshold

Sorry if these "starters" are below your current expertise.  

Chassis Engineering by Herb Adams.  

Both books recommend are great books. You can learn alot from them for sure.

However, the advice given in the second post is above the expertise of its author...

First, 4 tires equally loaded will give more lateral grip than if they are loaded unequally. Forget two tires, we're racing 4 wheeled cars here. What will blow your mind is that the tire that slips first is often the one with the most wieght on it. This is more complicated of course, but the basic idea remains.

The moral of this story is minimize weight transfer. You do this by making the car wide and having the CG as low as possible, and have as high of a left side % as possible. ideally all 4 tires will have the same amount of weight on them in at all points of the turn.

Wieght transfer seen by tires is completly independant of the amount of body roll. body roll is only of concern as far as it wrecks suspension geometry. funny thing is, a car with soft springs and sways CAN be MUCH more forgiving to drive, because the differences in roll resistances front to rear grow much slower than in a car with stiff springs. this keeps the tires loaded more evenly, though the front tire often lays over too far resulting in the need for excessive front camber.

tires DO NOT slide to develope grip. The tread, sidewall, rim, etc all DEFORM while the contact patch itself grips, resulting in a force vector angle somewhat less than the angle to which the wheel is turned.  When you finally do exceed the tractive capacity of the contact patch, this deformation unloads, which is why you have to turn the wheel straighter than it was to regain traction.  

Research the "traction circle."  It is a very good tool for visuallizing how tires behave under braking/acceleration and turning.