:: Tuning Tips (cont.)
Front Camber Link Length & Number of Washers Under Ballstuds:
Changing the length of the camber link is considered a bigger step than adjusting the ballstud height. Your first setting
change on the track should be to try the inside vs. outside locations on the shock tower. Typically shortening the camber
link (or lowering the ballstud) will give the front end less grip which is more stable. Lengthening the camber link (or raising
the ballstud) will give the front more grip at low speed but it can have slower steering response mid-to -exit of the turns.
Shock Piston and Fluid:
The SC10 4x4 kit is built with 4 hole, 1.2mm hole diameter pistons. All pistons have a number molded into the top.
12 denotes 1.2mm diameter holes. The optional 1.1 and 1.3mm hole diameter pistons are included.
As a rule of thumb, larger hole pistons decrease damping which can help the truck in bumpy and low-grip situations.
On smoother tracks, or for large jumps, you may want use smaller hole pistons which increase damping and take away
some grip.
Typically, your SC10 4x4 shocks will work best with shock fluid rates between 25 and 35 wt (275 - 425 CST).
Use the thicker fluids in the range when changing to larger hole pistons, and also use the thinner weight fluids when
changing to a smaller hole pistons.
Front Camber:
A good starting camber setting is –1 degrees (top of the tire leaning in). Positive camber, where the top of the tire is
leaning out, is typically not recommended. Trick: Set your car on a flat surface, and set a soda can next to your tire as
a reference for vertical, or zero camber. Both sides should be equal in setting. For serious racers, Associated makes
the #1719 Factory Team camber gauge.
Front Arm Hole:
The kit blue springs and outside front arm hole will work best in most cases. Changing to the inner hole will soften the
suspension and give more front end grip. Typically you will want to change to a heavier spring when changing arm hole
location inward.
Front Tower hole:
The kit setting of the middle hole is a good standard setting for most tracks. Moving the shock out on the tower will
make the truck easier to drive and normally will decrease entry steering but increase mid to exit steering. When
running the inside tower hole, try running a heavier spring to compensate for the steeper shock angle.
Front Ride Height:
The standard front ride height setting is 27mm (without body). Check the ride height by lifting up the entire truck about
8-12 inches off the bench and drop it. After the suspension “settles” into place, raise or lower the shock collars as nec-
essary until there is 27mm gap from the bottom of the chassis to the ground.
Tuning Guide: Making large ride height adjustments up or down from this setting will tend to make the truck feel
unpredictable.
Front Toe-in:
Zero degree toe-in (tires pointing straight forward) is the setting that should be used in almost all track conditions.
Occasionally you can increase turn in by adding a little toe-out (front of tires point slightly out). Front toe in is not a typical
tuning adjustment used by The Team.
Front Clicker:
For your first run with the SC10 4x4, we recommend to start with full-time 4wd until you get a feel for the truck.
Then, you can try loosening the front clicker nut which will allow the clicker to operate.
The front clicker will take away front wheel braking and let the front tires spin freely off-power. This gives the front end
more grip, and gives more steering in the turns. To allow the clicker to operate, set the nut at 2mm gap between the
nut and the end of the front topshaft. If you want to lock the clicker (called “full-time 4wd”) then tighten the nut until it
bottoms (about 3mm or more gap from the nut to the end of the topshaft).
If you are running full-time 4wd with the clicker nut locked down, you may hear the belt skip 4-5 teeth as it changes
direction from drive to brakes at top speed. Under normal circumstances, the belt should not skip under braking from
anything but top-speed (30+ m.p.h.). Running full-time 4wd will put more stress on the belt, and belt wear should be
monitored more closely, inspecting the belt and pulleys after every day of running (about 45 minutes run time).
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