Team Losi Speed NT, Manual

17

Tuning the Rear End of the Speed-NT

Shock Location

: Moving the shocks out on the arm will result 

in less forward traction and let the Speed-NT make more of 

an arc through the exit of the turn. In general, when changing 

shock locations on the arm, it will be necessary to go down one 

spring rate when moving out on the arm.

Static Camber

: Having the same definition as for the front end 

and measured in the same fashion, rear camber can also be a 

critical tuning feature. Testing has shown that running a small 

amount of negative camber (.5-1 degree) is best. Increasing 

negative rear camber (in the range of 1.5-3 degrees) will 

increase stability and traction in corners, but decrease high-

speed stability. Decreasing rear camber (in the range of 0-1.5 

degrees) will decrease stability and traction in corners, but will 

increase high-speed stability.

Inboard Camber Location

: The Speed-NT has multiple rear 

camber locations. Using a longer camber link will improve 

stability and traction (grip). Using a shorter camber link will 

increase steering while decreasing rear grip. Running the 

camber link in the inside position on the shock tower will give 

your Speed-NT more steering entering the turn as it will let 

the Speed-NT set over the rear tire and give you more forward 

traction exiting the turn. As you move the camber link towards 

the outside of the Speed-NT, you will gain less initial steering, 

however, you will gain more steering as the Speed-NT exits the 

turn.

Outboard Camber Location

: Running the camber link in the 

inside position on the hub will generate more rotation entering 

a turn, but decrease steering on exit. Running the camber link 

in the furthest outer position on the hub will generate more 

stability entering a turn and increase steering on exit.

Toe-In

: Having the same definition as for the front end, the 

toe-in can be adjusted on the Speed-NT with the rear hubs. 

The stock toe-in is 3 degrees of inboard per side and 0 degrees 

in the hub. Increasing rear toe-in will increase forward traction 

and initial steering, but reduce straightaway speed. Decreasing 

rear toe-in will decrease forward traction and “free-up” the 

Speed-NT. Less toe-in can be used to gain top speed.

Ride Height

: This is the height of the chassis in relation to the 

surface. It is an adjustment that affects the way your Speed-

NT jumps, turns and goes through bumps. To check the ride 

height, drop one end (front or rear) of the Speed-NT from about 

a 5-6 inch height onto a flat surface. Once the Speed-NT settles 

into a position, check the height of that end of the Speed-NT 

in relationship to the surface. To raise the ride height, lower the 

shock adjuster nuts on the shock evenly on the end (front or 

rear) of the Speed-NT that you are working on. To lower the ride 

height, raise the shock adjuster nuts. Both left and right nuts 

should be adjusted evenly.
You should start with the rear ride height where the Speed-NT 

comes to a rest at a height where the dogbones are slightly 

below level with the surface. The front ride height should be 

set so that the bottom of the chassis is level with the surface. 

Occasionally, you may want to raise the front ride height to get 

a little quicker steering reaction but be careful as this can also 

make the Speed-NT easily flip over. Every driver likes a little 

different feel so you should try small ride height adjustments 

to obtain the feel you like. This should be one of the last 

adjustments after everything else has been dialed in (tuned). 

Do not use ride height adjustment as a substitute for a change 

in spring rate. If your Speed-NT needs a softer or firmer spring, 

change the spring. Do not think that simply moving the shock 

nuts will change the stiffness of the spring; it will not.