Hudy Off-Road Set-Up Book
Hudy Off-Road Set-Up Book
Hudy Off-Road Set-Up Book
CONTENTS
Introduction Equipment and Tools Set-up System Components Tools and Equipment Assembling and Installing the Set-up Stands Assembling the Set-up Stands Assembling the Set-up Board Installing the Set-up Stands Overview of Car Set-up Downstops Effects of Downstop Adjustment Measuring Downstops Adjusting Downstops Ride Height Effects of Ride Height Adjustment Measuring Ride Height Adjusting Ride Height Camber Effects of Camber Adjustment Measuring Camber Adjusting Camber Track-width Effects of Track-width Adjustment Measuring Track-width Adjusting Track-width Caster Effects of Caster Adjustment Measuring Front Caster Adjusting Front Caster Toe Effects of Toe Adjustment Measuring Toe Adjusting Toe Steering Ackermann Servo Saver Preload Bump Steer Roll Center Front Roll Center Rear Roll Center Shock Absorbers Shock Damping Shock Pistons Shock Oil Shock Springs Shock Mounting Position Shock Preload Kick-up (Front) Effects of Front Kick-up Adjustment Adjusting Front Kick-up Anti-squat (Rear) Effects of Rear Anti-squat Adjustment Adjusting Rear Anti-squat Wheelbase Effects of Wheelbase Adjustment Adjusting Wheelbase Anti-roll Bars Effects of Anti-roll Bar Adjustment Adjusting Anti-roll Bars Rear Wing Effects of Rear Wing Adjustment Adjusting the Rear Wing Clutch Clutch Springs Clutch Shoe Orientation Differentials Differential Oil Differential Gears Optional Differentials (XRAY Active Diff) Gearing Primary Drive Ratio Gear Mesh Adjustment Wheels, Tires and Inserts Recommended Chemicals for Off-road Cars
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3 4 4 5 7 7 8 8 9 10 10 10 11 12 12 12 13 14 14 14 16 14 16 16 17 18 18 18 19 20 20 20 21 22 22 23 23 24 24 25 26 26 26 27 27 28 28 29 29 29 30 30 30 31 31 31 32 32 32 33 33 33 34 34 34 35 35 36 36 37 37 37 37 39
INTRODUCTION
Top-competition off-road cars/truggies are precision racing machines that feature multiple adjustments that allow you to set up for any track condition. Most modern off-road cars/ truggies include innovative set-up features that allow you to change adjustments quickly to achieve a full range of adjustment. The HUDY Off-road Set-up Book describes how to adjust your off-road car/truggy to suit your driving style. For each individual set-up area, we describe the effects of changing the adjustment and how to make the adjustment. When setting up the car/truggy it is very important that the car sits on an ultra-at surface. We strongly recommend using high-quality HUDY professional set-up tools including an ultra-at set-up board and marking decal for every set-up adjustment. The Basic Set-Up Sheet for your vehicle is always a very good overall starting point. After rebuilding the chassis, or in case you become lost with your set-up, always return to the basic starting set-up. If you choose to experiment with set-up, make small adjustments one at a time, and see if you nd any improvement with each adjustment. We strongly advise you to record and keep track of your set-up changes, record which set-ups work best at different racetracks under various conditions. If you own an XRAY model racing car then you can use blank XRAY Set-Up Sheets to record your data and set-ups or use the unique Virtual Online Database set-up sheets at www.teamxray.com where you can upload and share your set-up sheets or search for other set-up sheets posted by factory team drivers or search particular set-up for your track. The XRAY Virtual Online Database features thousands of set-up sheets and is the worlds most unique set-up sheet source for your reference.
IMPORTANT!
The adjustment possibilities and methods of adjustment shown in this HUDY Off-road Set-up Book are particular to the XRAY XB808 1/8 off-road nitro buggy. The general theory behind the adjustments applies to all off-road vehicles, though the manner in which the measurements and adjustments are made may differ on other vehicles. Some of the off-road cars may not have possibility for some adjustments or may require use of some other optional parts to be able to perform some of the set-up adjustments. Always refer to the original manufacturers documentation for explicit instructions on how to make set-up adjustments.
#108841 Truggy Upside Measure Plate CNC-machined upside measure plate (toe plate) for setting up 1/8 truggies made of high-quality, tough acrylic plastic precision engraved markings for instant, reliable readings used for the adjustment of: camber & camber rise, caster, front and rear toe, steering throw symmetry must be used with the #108805 Set-up System
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#182010 Flywheel Tool CNC-machined professional Flywheel Tool off-road and on-road nitro vehicle clutches ywheel holder holds all modern RC nitro car ywheels with 2-to-4 pin designs, allowing you to loosen or tighten the ywheel nut very comfortably and easily. use with 107581 Wrench-Glowplug / Clutchnut to hold and loosen/tighten ywheel nuts quickly & easily other features (including clutch gap measurement, XCA-style clutchbell holder) for use with on-road XCA-style clutches #107570 Wheel Nut Tool CNC-machined hardcoated tool for easy loosening/tightening 17mm wheel nuts on 1/8 off-road cars and truggies oversized handle gives superior torque robust design, machined from one piece hard anodized for extra-long lifespan
#107581 Wrench-Glowplug / Clutchnut unique, highly-useful combination tool for nitro racing includes the following: 10mm socket wrench for Centax type ywheel nut 8mm socket wrench for glowplug 5mm hex bit for suspension pivotballs extended 8mm glowplug wrench reaches glowplug even in deep cylinder heads made of world-renowned HUDY Spring Steel for highest strength and durability lightweight, perfect-t tool laser-engraved for easy tool identication
#107610 Exhaust Spring/Caster Clip Remover designed to easily and quickly remove caster clips and exhaust springs tip from specially hardened steel very light non-slip duraluminum handle very durable, long life
#107600 Reamer For Lexan Bodies professional-quality reamer cuts perfect holes 0-18mm diameter exclusive design by HUDY very light non-slip duraluminum handle special CAD-designed cutting head, handground on specially-modied production machinery perfect & comfortable cutting and use Arm Reamer designed specically for RC use, this arm reamer precisely resizes plastic holes without creating excessive slop, allowing you to build a perfect free-moving suspension comfortable molded handle quick & easy to use available for different size pins: 3.5mm pins (#107632), 3.0mm pins (#107633), 4.0mm pins (#107634). #106000 Drive Pin Replacement Tool compact, rugged multi-use tool set for replacing 3mm drive pins in drive shafts heavy-duty construction for long life replacement pin sets available separately: 3x14 (#106050) 3x12 (#106051) 3x10 (#106052)
#104140 HUDY Engine Break-In Bench the ultimate tool for easy, safe, and professional break-in of your .12/.15/.21 engine suits all bump-start SG crank engines allows for a controlled break-in process that reduces wear & tear on engine components and increases performance, reliability, and longevity constructed of top-quality components of tough aluminum and spring steel comes partially assembled from the factory
ASSEMBLING THE SET-UP STANDS The set-up stands of the Exclusive Alu. Set-Up System For All 1/8 Off-road Cars & Truggies must be assembled in order for you to use them. These stands were designed for quick and easy one screw assembly and disassembly
The set-up stands consist of the following pieces: alloy side plates front (2) alloy side plates rear (2) alloy camber gauges (4) acrylic toe gauge (1)
Attach a camber gauge to a side plate using a screw through the ball-bearing at the top of the camber gauge.
IMPORTANT:
You should always use only the HUDY set-up board when setting up your car with the HUDY All-In-One Set-Up Solution. This exceptionally at, warp-free board will ensure accurate, precise measurements.
Clean the board with a soft cloth to remove any debris or contaminants.
Center the decal on the board, and then press the entire decal rmly onto the board. Rub the decal until it is at and completely adhered to the board.
FRONT
The camber gauge of each stand should face outward so it is easy to read. The camber gauge of the front stand should face forward, while the camber gauge of the rear stand should face rearward.
REAR
Ride height
Camber
Track-width Caster
Toe
There are several types of suspensions used on RC cars, including pivotball and C-hub suspensions. Each suspension type has its own way of making adjustments for downstops, camber, caster, toe, etc. For detailed information on adjusting the settings on your car, refer to the appropriate set-up manuals for your car. When setting up your off-road car/truggy, you should always prepare it so it is ready to run, though without the body. This means you should install all electronics, batteries, and ll the fuel tank (nitro only).
1.1 DOWNSTOPS
Downstops limit how far the suspension arms travel downward, which determines how far upward the chassis rises. This affects the cars handling (due to effects on camber and roll-center) and the ability of the tires to follow the track. The effects may change with the type of track and/or amount of grip available. Downstops are a very sensitive adjustment, since they alter weight transfer, and all aspects of chassis performance are affected: braking, acceleration, jumping, traction and rough track handling. More suspension travel (lower downstop value) makes the car more responsive but less stable; it is also typically better on a bumpy track or on a track with slow corners. This allows the chassis to pitch rearward or forward more under acceleration or braking (respectively), which results in more weight transfer. Less suspension travel (higher downstop value) makes the car more stable and is typically better on a smooth track. This prevents the chassis from pitching rearward or forward too much under acceleration or braking (respectively), which results in less weight transfer. It is very important to have the same downstop settings on the left and right sides of the car.
Increases upward chassis travel on-throttle More rearward weight transfer Increases rear traction on corner exit Better on bumpy tracks
Increases rear chassis upward travel off-throttle or under braking Less stable under braking Increases steering on corner entry Better on bumpy tracks More turn-in
SET-UP COMPONENTS
Use the following set-up components Droop Gauge Support Blocks #107703 Droop Gauge #107717 Set-up Board #108202
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up board, and then place the at part of the chassis (not the angled part) on the blocks. Make sure the chassis is solidly mounted on the support blocks so it does not move.
downstop values at the front and rear of the car. FRONT DOWNSTOPS: Measure the front downstop values under the round part of the front wheel axles. DO NOT measure under the hex part. The values shown on the droop gauge indicate how many millimeters the suspension drops below the level of the chassis. REAR DOWNSTOPS: Measure the rear downstop values under the round part of the rear wheel axles. DO NOT measure under the hex part. The values shown on the droop gauge indicate how many millimeters the suspension drops below the level of the chassis.
ADJUSTING DOWNSTOPS
FRONT DOWNSTOPS Increase Turn IN (or OUT) the front downstop screw (depending on the car design) so the front lower arm raises up slightly. Decrease Turn OUT (or IN) the front downstop screw (depending on the car design) so the front lower arm drops slightly. REAR DOWNSTOPS Increase Turn IN (or OUT) the rear downstop screw (depending on the car design) so the rear lower arm raises up slightly. Decrease Turn OUT (or IN) the rear downstop screw (depending on the car design) so the rear lower arm drops slightly.
IMPORTANT!
Make equal adjustments on both left and right sides of the car.
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Ride height is the height of the chassis in relation to the surface it is sitting on, with the car ready to run. Ride height affects the cars traction since it alters the cars center of gravity and roll center. Differences in ride height alter the cars attitude (angle of the chassis) which in an off-road vehicle can effect how it jumps and lands. Because of changes in suspension geometry and ground clearance, there are negative consequences to altering ride height too much. Ride height is measured with the wheels on the car, and the car ready-to-run. Use the shock preload collars or clips to raise and lower the ride height.
SET-UP COMPONENTS
Use the following set-up components Flat Set-up Board #108202 Droop Gauge #107717
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FRONT RIDE HEIGHT Place the droop gauge under the front of the chassis (under the FLAT part of the chassis, not the angled part) and measure the difference between the set-up board and the bottom of the chassis. The 0 mark on the droop gauge is equal to 30mm ride height. A negative value on the droop gauge is lower than the 30mm reference height. For example, if the chassis is at -3mm on the droop gauge, your ride height is 30-3mm = 27mm. REAR RIDE HEIGHT Place the droop gauge under the rear of the chassis (under the FLAT part of the chassis) and measure the difference between the set-up board and the bottom of the chassis. The 0 mark on the droop gauge is equal to 30mm ride height. A negative value on the droop gauge is lower than the 30mm reference height. For example, if the chassis is at -3mm on the droop gauge, your ride height is 30-3mm = 27mm.
Threaded preload collar TIGHTEN collar so it moves DOWN the shock body LOOSEN collar so it moves UP the shock body
Preload spacers Use THICKER spacers above the spring Use THINNER spacers above spring
FRONT RIDE HEIGHT Increase INCREASE preload on both FRONT springs EQUALLY. Decrease DECREASE preload on both FRONT springs EQUALLY.
REAR RIDE HEIGHT Increase INCREASE preload on both REAR springs EQUALLY. Decrease DECREASE preload on both REAR springs EQUALLY.
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1.3
CAMBER
+
camber
Camber is the angle of a wheel to the surface on which the car is resting (with wheels and shock absorbers mounted). Zero degrees (0) of camber means that the wheel is perpendicular to the reference surface. Negative camber means that the top of the wheel is leaning inwards towards the centerline of the car. Positive camber means that the top of the wheel is leaning outwards from the centerline of the car. Camber affects the cars side traction. Generally more negative (inward) camber means increased grip since the side-traction of the wheel increases. Adjust front camber so that the front tires wear at. Adjust rear camber so that the rear tires wear slightly conical to the inside. The amount of front camber required to maintain the maximum contact patch also depends on the amount of caster. Higher caster angles (more inclined) require less negative camber, while lower caster angles (more upright) require more negative camber.
REAR CAMBER
More negative (more inclined) Decreases rear traction entering and in corners Increases rear traction entering and in corners up to a point If the shock is too vertical and traction is lost, the traction will be lost very abruptly and the car will be hard to control
MEASURING CAMBER
INITIAL STEPS
Prepare the car as follows Shocks: Attach all shocks Anti-roll bars: Detach all anti-roll bars Wheels: Remove all wheels
Assemble the set-up stands. Mount the set-up stands on the axles.
SET-UP COMPONENTS
Use the following set-up components Flat Set-up Board #108202 Assembled Set-up Stands #108805 Droop Gauge Support Blocks #107703
board, and then place the at part of the car chassis (not the angled part) on the blocks.
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Each graduated mark indicates a 1 camber value. You should be able to set camber with a resolution of 0.5.
ADJUSTING CAMBER
FRONT CAMBER Increase (more ve) SHORTEN the front upper camber link. Decrease (less ve) LENGTHEN the front upper camber link.
FRONT CAMBER REAR CAMBER Increase (more ve) SHORTEN the rear upper camber link. Decrease (less ve) LENGTHEN the rear upper camber link
NOTE: Changing the front camber will affect front toe. After setting the camber you must readjust the toe and then re-check the camber settings again. It may take a few repetitions of these steps to ensure that both camber and toe are set to the desired values.
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1.4 TRACK-WIDTH
front track-width
rear track-width
Track-width is the distance between the outside edges of the wheels, front or rear, and it affects the cars handling and steering response. It is important that front or rear trackwidth is adjusted symmetrically, meaning that the left and right wheels (at one end of the car) must be the same distance from the centerline of the chassis.
Wider
Increases rear grip at corner entry Increases high-speed on-throttle steering Use to avoid traction rolling Increases grip at corner exit Increases high-speed understeer
Narrower
SET-UP COMPONENTS
Use the following set-up components Flat Set-up Board #108202
Wheels: Attach all wheels. Both left and Board Decal #108212 right wheels at the front or rear should have the same offset
Place the car on the set-up board. Align the center of the car with the centerline on the set-up board decal. Make sure both front and rear are centered on the decal.
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the front track-width graduation marks. The amount of toe-in/toe-out has direct inuence on the track width so make sure to measure at the part where the car is widest.
FRONT TRACK-WIDTH
Look where the outer edge of each front wheels lie on the front track-width graduation marks. Use a straight-edge against the wheel if necessary to see what the measurement is. The measurement represents the distance from the cars centerline to the outer edge of each wheel. For example, on a 308mm wide buggy car, the measurement should be close to 154mm ( the track-width) for each wheel.
REAR TRACK-WIDTH
Look where the outer edge of each rear wheels lie on the front track-width graduation marks. Use a straight-edge against the wheel if necessary to see what the measurement is. The measurement represents the distance from the cars centerline to the outer edge of each wheel. For example, on a 306mm wide buggy car, the measurement should be close to 153mm ( the track-width) for each wheel.
ADJUSTING TRACK-WIDTH
Different cars may use different methods for track-width adjustment.
C-HUB SUSPENSION
Normally you cannot adjust the trackwidth of a car with C-hub suspension due to the design of the suspension system. The suspension arms and other parts are designed to give you the correct trackwidth automatically. Optional off-set wheel axles may be offered to adjust trackwidth.
PIVOTBALL SUSPENSION
Cars with adjustable pivotball-style suspension can change track-width by adjusting the pivotballs into or out of the suspension arms.
IMPORTANT!
Make equal adjustments on both left and right sides of the car.
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1.6 CASTER
cast
er
Caster describes the angle of the front steering block with respect to a line perpendicular to the ground. The primary purpose of having caster is to have a self-centering steering system. Caster angle affects on- and off-power steering, as it tilts the chassis more or less depending on how much caster is applied. For the purpose of RC cars, it is generally recommended that you use a steeper caster angle (more vertical) on slippery, inconsistent and rough surfaces, and use a shallower caster angle (more inclined) on smooth, high-grip surfaces. CAMBER vs. CASTER Camber is all about contact patch keeping as much tire on the ground as possible. Camber and caster are related in that caster can afford an amount of EFFECTIVE CAMBER change when the front wheels are turned in a corner. Caster has the effect of progressively leaning the front tires into the direction of the corner. The more the caster angle is laid-back, the greater the effective camber change when the wheels are turned. This happens because the tops of the wheels BOTH TILT towards the inside of the corner; the wheels dig in more, counteracting the centrifugal forces pushing the car to the outside. Compare that to the static camber of the wheels, which is adjusted with the car sitting on a level surface and the wheels pointed straight ahead. Static camber adjustments primarily affect the outside wheels, since these are the wheels that bear the majority of the load during cornering. Hence, the amount of front camber required to maintain maximum tire contact largely depends on the amount of caster. A steeper caster angle requires more camber, while a shallower caster angle requires less camber. TOTAL CASTER ANGLE Total caster angle also depends on the front kick-up angle. To determine the total caster angle, combine the kick-up angle + C-hub caster angle. Example: 10 front kick-up + 10 caster in C-hub = 20 total caster
SET-UP COMPONENTS
Use the following set-up components Flat Set-up Board #108202 Assembled Set-up Stands #108805
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Assemble the set-up stands. Mount the set-up stands on the axles. Place the car on the set-up board.
Read the caster angle from the side of the front set-up stands.
Read the caster angle on the side plates between the imaginary line that goes from the top pivot point to the bottom pivot point. Each graduated mark indicates a 2 camber value. You should be able to set camber with a resolution of 1.
IMPORTANT!
Make equal adjustments on both left and right sides of the car.
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1.6 TOE
toe out
0 0
in toe in toe
Toe is the angle of the wheels when looked at from above the car. Toe is used to stabilize the car at the expense of traction, as it introduces friction and therefore some slip in the tires. When the wheels are parallel with the centerline of the car, toe is 0 (neutral). When the wheels are closed towards the front, this is called toe-in (positive value). When the wheels are open towards the front, this is called toe-out (negative value). Front wheels can have either toe-in or toe-out. Rear wheels should always have toe-in; they should never have toe-out. Toe may be adjustable at either end of a suspension arm: Inboard toe (if available) is typically adjusted by altering the angle of the suspension arms inner pivot pin. Inboard toe adjustment is not available on all vehicles. Outboard toe (if available) may be adjusted in two ways: at the front by adjusting the lengths of the steering rods; at the rear by altering the angle of the suspension arms inner mounting pin (or other method)
REAR TOE
Increasing (more toe-in)
Less stable at on-power corner exit and braking Decreasing (less toe-in) More chance of losing rear traction Increases top speed
SET-UP COMPONENTS:
Use the following set-up components: Flat Set-up Board #108202 Assembled Set-up Stands #108805 Toe Gauge (for Truggy #108841) Droop Gauge Support Blocks #107703
When using the acrylic toe gauge, the toe gauge does not t over the pins on the set-up stands so that the toe gauge is in one position. The toe gauge is designed to slide over the pins from one side to the other, depending on which wheel you are measuring (left or right). Follow the instructions carefully.
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Assemble the set-up stands. Mount the set-up stands on the axles. Place the droop blocks on the at set-up board, and then place the at part of the car chassis (not the angled part) on the blocks. Push on the car so the chassis sits at atop both droop gauges at front and rear. Place the toe plate atop the stands and
measure the toe value. FRONT TOE Set the toe gauge atop the front set-up stands. The pins at the top of the stands t in the machined slots in the toe gauge. Set the steering trim on your servo & transmitter so that the front wheels point directly forward. Set the steering in the neutral position using the transmitter. Turn on the car & transmitter when setting front toe so the front wheels point straight ahead. Push on the car so the chassis sits at atop both droop gauges at front and rear. To read the toe value of the left front wheel, push the toe gauge to the right until the pin on the top edge of the left set-up stand hits the edge of the slot in the toe gauge. Now read the toe value on the toe gauge. The black line on the top edge of the stand points to a toe value engraved in the toe gauge. Each graduated mark indicates a 1 toe value. You should be able to set toe with a resolution of 0.5. To read the toe value of the right front wheel, push the toe gauge to the left until the pin on the top edge of the right set-up stand hits the edge of the slot in the toe gauge. Read the measurement. REAR TOE Set the toe gauge atop the rear set-up stands. The pins at the top of the stands t in the machined slots in the toe gauge. Push on the car so the chassis sits at atop both droop gauges at front and rear. To read the toe value of the left rear wheel, push the toe gauge to the right until the pin on the top edge of the left set-up stand hits the edge of the slot in the toe gauge. Now read the toe value on the toe gauge. The black line on the top edge of the stand points to a toe value engraved in the toe
gauge. Each graduated mark indicates a 1 toe value. You should be able to set toe with a resolution of 0.5. To read the toe value of the right rear wheel, push the toe gauge to the left until the pin on the top edge of the right set-up stand hits the edge of the slot in the toe gauge. Read the measurement.
ADJUSTING TOE
FRONT TOE Increase (more front toe-in) LENGTHEN both front steering rods EQUALLY. Decrease (less front toe-in) SHORTEN both front steering rods EQUALLY REAR TOE Refer to your cars instruction manual for more information about changing rear toe in. Different cars use different methods to adjust rear toe-in usually changing toe-in blocks. Refer to your cars instruction manual for more information.
NOTE: Changing the front camber will affect front toe. After setting the camber you must readjust the toe and then re-check the camber settings again. It may take a few repetitions of these steps to ensure that both camber and toe are set to the desired values.
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1.7 STEERING
steering
Steering systems may be adjustable for Ackermann angle, servo saver preload, and bump steer.
1.7.1 ACKERMANN
Ackermann controls the difference in steering arcs between the front inside and outside wheels; the inside wheel always has a tighter arc in any corner. The amount of grip provided by the tires, in relation to the steering arc and speed of the car, create an amount of measurement called a slip angle for each wheel. For some tires you need a greater difference in slip angles between the inner and outer wheel and for some you need less. The servo saver on off-road cars & truggies forces the inside wheel to increase its turning angle at a greater rate than the outside wheel, as the servo turns either way from center. The rate of the increase, called Ackermann effect, can be changed by the angle of the steering rods connecting the steering plate. The straighter the rods are in relation to each other, the more Ackermann effect will be applied to the inside wheel
CHARACTERISTICS
Smoothens out steering response Car reacts smoothly Better suited to smooth owing tracks with high speed corners Quickens initial steering response Car reacts faster to steering input Better suited to small, tight tracks
ADJUSTING ACKERMANN
Adjust the Ackermann angle by moving the inside ends of the steering rods into different holes in the steering plate.
IMPORTANT!
After adjusting the Ackermann, recheck that your front toe setting is still correct.
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Fewer/thinner shims below steering plate Steering rod becomes more angled (away from horizontal) More/thicker shims below steering plate* Steering rod becomes more horizontal
* Remember that you can add more shims to get less bump steer, but only up to a certain point (when the steering rods become horizontal). If you continue to add more shims the steering rod will become more angled the other way (as the inner end moves further away from the steering plate), and you will start to get more bump steer again.
IMPORTANT!
Make equal adjustments on both left and right sides of the car.
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preload
1.8
ROLL CENTER
A roll center is a theoretical point around which the chassis rolls, and is determined by the design of the suspension. Front and rear suspensions normally have different roll centers. The roll axis is the imaginary line between the front and rear roll centers. The amount that a chassis rolls in a corner depends on the position of the roll axis relative to the cars center-of-gravity (CG). The closer the roll axis is to the center of gravity, the less the chassis will roll in a corner. A lower roll center will generally produce more grip due to the chassis rolling, and the outer wheel digging in more. Roll-centers have an immediate effect on a cars handling, whereas anti-roll bars, shocks and springs require the car to roll before they produce an effect. Roll center is determined by the cars suspension geometry. Each end of the car has its own roll center, determined by the suspension geometry at that end of the car. Depending on the car, front and rear roll center may be adjusted by raising or lowering a variety of different pivot points of the suspension arms & blocks, such as the following: inner upper pin/link outer upper pin/link inner lower pin outer lower pin For information on adjusting roll center on cars with other adjustment possibilities (for example, outer lower pins) please refer to the manufacturers original detailed documentation.
EFFECTS OF FRONT ROLL CENTER ADJUSTMENT FRONT UPPER CAMBER LINK SHOCKTOWER
Upper holes (lower roll center)
IMPORTANT!
Make equal adjustments on both left and right sides of the car. Recheck front camber after adjusting front roll center.
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EFFECTS OF REAR ROLL CENTER ADJUSTMENT REAR UPPER CAMBER LINK SHOCKTOWER
Upper holes Lower holes
CHARACTERISTICS
Increases steering and decreases stability into corner Increases on-power traction slightly Decreases rear camber gain Increases stability Slows down the cars responsiveness
CHARACTERISTICS
Increases on-power traction Use to avoid traction rolling at corner entry Use under low-traction conditions Decreases rear traction into corner Increases steering into corner Use to avoid traction rolling mid-corner and corner exit
Lower
IMPORTANT!
Make equal adjustments on both left and right sides of the car. Recheck rear camber after adjusting rear roll center.
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1.9
SHOCK ABSORBERS
Shock absorbers, or shocks, are the suspension components that allow the wheels to keep as much contact as possible with the track surface. All off-road cars & truggies have fully-independent front and rear suspension, meaning that the suspension at each corner of the car (front left, front right, rear left, rear right) moves and may be adjusted independently of the others. As such, there is a shock absorber at each corner of the car. Damping, mounting position, spring tension, and spring preload are all characteristics that determine how the shock performs.
EFFECT
Thinner
Increases steering on low grip surface Slower steering response Decreases initial steering at corner entry Increases oversteer at corner exit/under acceleration Faster steering response Decreases steering on low grip Increases initial steering at corner entry Increases understeer at corner exit/under acceleration Increases rear grip at corner exit/under acceleration Decreases rear grip at corner exit/under acceleration
Harder Damping
Thicker
Rear Shocks Softer Damping Harder Damping Thinner Thicker More holes/ Larger holes Less holes / Smaller holes
SHOCK PISTONS
Typically, shock pistons are provided with different sizes of the holes. The sizes or number of holes affect shock damping by altering the ow of oil through the holes. More holes or larger holes give softer damping Fewer holes or smaller holes give harder damping
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Different size holes also produce an effect known as pack which affects how quickly the shocks respond. Smaller holes increase the pack of the shock, which is better suited to big-jump tracks where you will often land on the at surface & not the down ramp side of the jump. It slows things on compression and rebound, and is not well suited to very bumpy tracks. Larger holes decrease the pack of the shock, which is better suited to bumpy tracks and jump sections where you land on the down ramp side of the jump. Compression and rebound are faster.
IMPORTANT!
Both front shocks should use the same pistons; both rear shocks should use the same pistons. However, front & rear shock pairs may use different pistons.
SHOCK OIL
Shock oil is rated with a viscosity number that indicates the thickness of the oil, which determines how much the oil resists owing and how much it resists the shock piston moving through it. Shock oil with a higher viscosity (for example, 1000 cSt) is thicker than shock oil with a lower viscosity (for example, 500 cSt). We recommend using only highest-grade XRAY Silicone Oil, which is available in numerous viscosities. XRAY Silicone Shock Oil is specially formulated to be temperatureresistant and low-foaming for use in XRAY shocks. To be able to compare your setup with other XRAY drivers, we advise using only XRAY Silicone Shock Oil. Note that typically you should use piston hole sizes to suit the track conditions rather than alter the oil viscosity. IMPORTANT! Both front shocks should use the same oil; both rear shocks should use the same oil. However, front & rear shock pairs may use different pistons.
SHOCK SPRINGS
Spring tension determines how much the spring resists compression, which is commonly referred to as the hardness of the spring. Different spring tensions determine how much of the cars weight is transferred to the wheel relative to the other shocks. Spring tension also inuences the speed at which a shock rebounds after compression. Spring tension is usually rated in a spring weight ; higher spring weights are stiffer, while lower spring weights are softer.
IMPORTANT!
Both front shocks should use the same springs; both rear shocks should use the same springs. However, front & rear shock pairs may use different springs.
CHARACTERISTICS
More chassis roll More traction Better on bumpy tracks Increases chance of bottoming out when landing Less chassis roll Less traction More responsive Better on smooth tracks Decreases chance of bottoming out when landing
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Stiffer
CHARACTERISTICS
Softer initial damping More progressive damping More lateral (side) traction Makes the handling more forgiving May be better on high-bite tracks, since it slows down the handling and makes it easier to driver Harder damping Less lateral (side) traction Makes the car more responsive Usually better suited on technical tracks
CHARACTERISTICS
Lower ride height May give higher corner speed on high bite tracks Better suited to smooth tracks Higher ride height Less prone to bottoming out Better suited to rough tracks
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IMPORTANT!
Both front shocks should have the same preload; both rear shocks should have the same preload. However, front & rear shock pairs may use different preload.
More kick-up
Less kick-up
IMPORTANT!
Make equal adjustments on both left and right sides of the car.
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CHARACTERISTICS
Increases rear traction off-power Decreases rear traction on-power Better on a bumpy track Increases rear traction during acceleration Decreases rear traction off-power Better on smooth high grip tracks
IMPORTANT!
Make equal adjustments on both left and right sides of the car.
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1.12 WHEELBASE
wheelbase Wheelbase refers to the horizontal distance between the front and rear axles. Changes to wheelbase can have a dramatic effect on the handling of your car, since it readjusts the distribution of weight on the wheels, which adjusts traction. Not all RC cars have the option to adjust the wheelbase. By adjusting the wheelbase at one end of the car, you affect the traction at that end of the car. For example, by shortening the wheelbase at the rear of the car, you place more weight over the rear wheels (resulting in more rear traction).
CHARACTERISTICS
Increases rearward weight transfer during acceleration Increases on-power traction Quicker off-power steering into corners Slight tendency to push on-power at corner exit Increases steering response Better on tighter, more technical tracks Decreases off-power steering into sharp corners Increases stability Slower initial steering reaction (off-power) Improves on-power steering at corner exit Better handling over bumps and ruts Better on more open tracks with high-speed corners
ADJUSTING WHEELBASE
Depending on the car, wheelbase may be adjusted by using shims in the following locations: Front and rear lower inner pivot pins, ahead of & behind the front and rear lower suspension arms Rear lower outer pivot pins, ahead of & behind the rear uprights Insert the appropriate shims on the pins ahead of the arm (front) / upright (rear), and insert the proper shims behind to remove any slack.
IMPORTANT!
Make equal adjustments on both left and right sides of the car.
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Increases front chassis roll Increases front traction Decreases rear traction Increases off-power steering (may cause oversteer)
Decreases front chassis roll Decreases front traction Decreases off-power steering at corner entry
(increases understeer)
Quicker steering response
REAR
Softer (thinner wire)
Increases rear chassis roll Increases rear traction Decreases front traction Decreases on-power steering (increases understeer) Decreases rear chassis roll Decreases rear traction Increases front traction Increases on-power steering (may cause oversteer) Quicker steering response in high speed chicanes
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CHARACTERISTICS
Increases stability at higher speeds Increases stability at lower speeds Decreases rear traction Increases rear traction Level jumping or nose-diving Increases traction at higher speeds Less nose-diving
IMPORTANT!
Make equal adjustments on both left and right sides of the car.
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2.0
CLUTCH
A properly set up clutch will have a dramatic impact on the performance and drivability of your off-road car. It is important to note that there are many factors that may affect engine and clutch performance, including engine tuning, proper clutch assembly, clutch shimming, spring rate, and shoe orientation can all affect clutch performance.
CHARACTERISTICS
Clutch engages earlier at lower RPM More gradual acceleration Easier to drive but not as aggressive Easier to drive on low-grip tracks Clutch engages later at higher RPM More sudden acceleration Car is more aggressive Engine will perform better on high-grip tracks
Thicker (stiffer)
CHARACTERISTICS
Clutch engages more smoothly More ideal for slick track conditions Clutch engages more aggressively More ideal on high-traction tracks
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2.1
DIFFERENTIALS
Off-road cars typically feature sealed gear differentials at the front, center, and rear. The characteristics of the differentials may be adjusted by using thinner or thicker differential oils inside their cases. Optional differentials such as the XRAY Active Diff may also be used to replace the standard front differential.
CHARACTERISTICS
Increases steering into corners (off-power) If oil is too thin the steering may become inconsistent, especially it can lose forward traction (and steering) during acceleration out of corners Increases stability into corners during braking Increases steering on-power at corner exit Front wheels unload more during acceleration Decreases on-power steering (reduces oversteer) Easier to drive on rough tracks If a high-power engine is used you could waste too much power and sometime cook the oil in the center differential because it overloads More off-power steering More all-wheel drive effect Better acceleration Increases on-power steering (reduces understeer) Better suited on high-bite, smooth tracks Car can be more nervous to drive especially if a high power engine is used - you might need to be smooth on the throttle Increases cornering traction Increases steering into corner Decreases rear traction while cornering Reduces wheelspin
Thinner
Center
Thicker
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WHEN TO USE
SEGMENT
AVAILABLE
The standard 90 segment provides a very good balance of performance between on- and off-power. On-power the diff becomes hard after a brief delay. Off-power the diff becomes free after a brief delay. The optional 120 segment gives more immediate response both onand off-power. On-power the diff becomes very hard immediately (no delay). Off-power the diff becomes free immediately (no delay).
WHEN TO USE
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ACTION
EFFECT
Off-power the Active Diff works the same way as standard front differential, so adjustment is made by using different viscosities of silicone oil to get the desired off power steering. The softer the oil, the more off-power steering but the car will be more aggressive. The main advantage of the Active Diff is readily apparent when onpower. The diff becomes harder and more locked when throttle is applied, giving a lot of forward traction and stability to the car.
Off-power Action
On-power Action
GEAR
Standard / Larger Gear Optional / Smaller Gear
WHEN TO USE
Standard / larger gear recommended for tracks with good grip Optional / smaller gear recommended for slippery tracks. Increases stability but introduces slight amount of on-power understeer
2.2
GEARING
Proper gearing is one of the most essential tuning options required to maximize the performance potential of your car.
DETAIL
Proper gear mesh between the center diff spur gear and the clutchbell pinion gear is vitally important to obtain optimal drivetrain operation, smoothness, and efciency. Improper gear mesh can result in a binding drivetrain, overstressed clutch/diff components, and chipped or broken gear teeth.
2.3
Wheels, tires and inserts and how they are set up have a tremendous impact on the overall performance and drivability of the car. Before you start making changes on the chassis setup, take a movement to observe a few of the fastest cars at the track and what type of tires and inserts they are running. Changing to the best tire combination for the particular track may have a huge impact on handling, performance and signicantly reduce your lap times.
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