Team Losi TEN-SCTE, Instructions Manual

9 - EN

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9 -

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Tuning the Rear End of the TEN-SCTE

Shock Location

: Moving the shocks out on the arm will result 

in less forward traction and let the TEN-SCTE 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 defi nition 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 TEN-SCTE has two inner 

camber link locations. These locations work in the same 
fashion and have the same eff ect as noted for the front. You 
will fi nd that you will get more noticeable changes with the 
outer locations in the hub. In general the upper hole will make 
the TEN-SCTE more stable and keep the front end fl atter. This 
works well on higher traction surfaces. The lower location will 
make the steering more aggressive which works well on lower 
traction surfaces. This can be good in some conditions but can 
also make the TEN-SCTE diffi

  cult to drive in others.

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 defi nition as for the front end, the 

toe-in can be adjusted on the TEN-SCTE 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 TEN-
SCTE. 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 aff ects the way your TEN-
SCTE jumps, turns and goes through bumps. To check the 
ride height, drop one end (front or rear) of the TEN-SCTE from 
about a 5 to 6-inch height onto a fl at surface. Once the TEN-
SCTE settles into a position, check the height of that end of the 
TEN-SCTE 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 TEN-SCTE that you are working on. To lower 
the ride height, raise the shock adjuster nuts. Both left and right 
nuts should be adjusted evenly. Check the setup sheet included 
and for additional setup information visit www.losi.com.

I

nboard Camber Location

: The TEN-SCTE has two diff erent 

inner locations with vertical adjustment for the front camber 
tie rod. In general, the lower or further out the inside position 
is, relative to the outside, the more camber gain (total camber 
change through the total throw of the suspension) is present. 
This is an adjustment that is diffi

  cult to make a generic 

statement as it can have slightly diff erent results in various 
conditions. The following is a summary of how this adjustment 
will usually impact the handling of the TEN-SCTE. A longer front 
camber link will usually make the TEN-SCTE feel stiff er. This will 
help keep the TEN-SCTE fl atter with less roll, but can make the 
TEN-SCTE handle worse in bumpy conditions. It also will make 
the TEN-SCTE easier to drive. A shorter front camber link will 
result in more front end roll, which will provide more steering 
on tighter turns with the loss of some stability. You will also lose 
some high-speed steering but might gain some more steering 
response. Too short of a front link may make the TEN-SCTE feel 
“twitchy” or “wandery” meaning that it may be diffi

  cult to drive 

straight at high speed.

Toe-In

/

Out

: This is the parallel relationship of the front tires to 

one another. Toe-in/out adjustments are made by changing the 
overall length of the steering tie rods. Toe-in (the front of the 
tires point inward, to a point in front of the front axle) will make 
the TEN-SCTE react a little slower, but have more steering from 
the middle of the turn, out. The opposite is true with toe-out 
(the front of the tires point outward, coming to a point behind 
the front axle), the TEN-SCTE will turn into the corner better but 
with a decrease in steering from the middle of the turn, out. 
Toe-in will help the TEN-SCTE to “track” better on long straight 
high-speed runs, where toe-out has a tendency to make the 
TEN-SCTE wander. We recommend to run between 0-degree of 
toe-in/out to 1 degree of toe-in.

Diff erentials

: The TEN-SCTE comes equipped with grease 

in all three diff erentials.  You can switch to oil.  Thinner front 
oil increases off -power steering, but if the oil is too thin the 
steering will become grabby and inconsistent.  Thicker front 
diff erential oil increases off -power stability and increases on-
power steering.  Thinner center diff erential has less forward 
drive, can unload more under acceleration and is easier to drive 
on rough and slick tracks.  Thicker center diff erential has more 
acceleration, increases on-power steering, and less off -power 
steering.  Thinner rear diff erential has more cornering traction 
and increases steering in the middle of the turn.  Thicker rear 
diff erential has less steering in the middle of the turn and more 
forward traction.