RC Cheat Sheets
Set Up Your Radio-Control Car to Win!
by
Team Associated
SMASHWORDS EDITION
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PUBLISHED BY:
Team Associated on Smashwords
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RC Cheat Sheets
Set up Your Radio-Control Car to Win!
Copyright © 2011 by Team Associated
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Smashwords Edition License Notes
This ebook is licensed for your personal enjoyment only. This ebook may not be re-sold or given away to other people. If you would like to share this book with another person, please purchase an additional copy for each person you share it with. If you're reading this book and did not purchase it, or it was not purchased for your use only, then you should return to Smashwords.com and purchase your own copy. Thank you for respecting the author's work.
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Table of Contents
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GENERAL
Diff Fluid, Center Diff, offroad
Diff Fluid, Front Diff, offroad
Diff Fluid, Front Diff, onroad
Diff Fluid, Rear Diff, offroad
Shock Mounting, rear shock tower
Weight Distribution, adding weights
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Ackermann
less Ackermann
more aggressive steering
harder to drive
more Ackermann
less aggressive steering
easier to drive
Ackermann is a term describing the effect of the inside front wheel turning tighter than the outside front wheel. More Ackermann means the inside wheel is turning in a tighter arc.
You change Ackermann settings in the RC10B4.1 buggy by moving the connection from the current holes (standard Ackermann) to the lower holes.
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Anti-dive (onroad)
lower angle
decreasing anti-dive
adding anti-dive
larger angle
increases corner entry steering
increases caster at the wheel
This setting refers to the angle of the front arm mount when the rear arm mount is higher than the front arm mount. The "dive" refers to the tendency of the front end to dive, or lower, when braking.
Anti-roll bars can also help balance the pressure between the front and rear. If your car is oversteering, consider adding a front anti-roll bar only (or making the front bar thicker than the rear). If your car is understeering, consider adding a rear anti-roll bar only (or making the rear bar thicker than the front).
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Anti-roll Bars, Sway Bars
softer or thinner bars
for low and med. bite tracks
stiffer or thicker bars
for high traction tracks
Anti-roll bars are used to stabilize a vehicle from excessive chassis roll (such as when a buggy leans through the turns by centrifugal force).
On a high-traction surface, a vehicle not using anti-roll bars will tend to have a lot of chassis roll, which results in the vehicle being less responsive.
Adding anti-roll bars (or making them thicker if you already have them on) will help minimize the chassis roll, making the vehicle more responsive in cornering, and at the same time making it more stable.
Roll bar on the front of the #30106 Factory Team TC6 1:10 scale electric touring car.
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Anti-squat, offroad
less anti-squat
more side traction in corners
more rear traction for slick or bumpy surfaces
more anti-squat
less side traction in corners
more rear lift in jumps
Anti-squat denotes the angle of the rear arms relative to the chassis, when looked at from the side.
0 deg. anti-squat means that the rear arms are flat, parallel with the chassis. 2 deg. anti-squat means the front of the rear arms are creating a 2 deg. angle to the chassis.
This photo shows a 2 deg. anti-squat angle on the rear of an RC10B4.1 buggy. Change anti-squat by placing shims underneath the front of the rear arm mounts, angling them higher.
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Anti-squat, onroad
decreasing
less steering entering corner
improve acceleration over bumps
increasing
more steering entering corner
more traction exiting corner
Anti-squat denotes the angle of the rear arms relative to the chassis, when looked at from the side.
0 deg. anti-squat means that the rear arms are flat, parallel with the chassis. 2 deg. anti-squat means the front of the rear arms are creating a 2 deg. angle to the chassis.
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Axle Height, offroad
lower
more steering entering corners
less steering exiting corners
higher
less steering entering corners
more steering exiting corners
The front axle height on Team Associated 2WD off-road vehicles (such as the B4, T4, and SC10) can be raised or lowered to optimize handling for different track conditions.
By moving both spacers to the top or bottom, you can change the axle height.
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fewer washers
bumpsteer in
less steering
More stability
more washers
bumpsteer out
more aggressive
less stable
Bump Steer takes its name from the fact that when the car goes over "bumps," it changes the "steering." Bump steer is the undesireable effect of extra toe-in or toe-out as your car goes over randomly-spaced hilly bumps closely spaced together in an area, making your steering unpredictable. Your car then bounces back and forth instead of going straight through the bumps.
You modify bump steer by adding or removing spacers on this ballstud.
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Camber, front
less (0 deg.)
more straight-line acceleration
tire is vertical
more (2 deg.)
more high-speed traction through turns
tire leans inward
Camber describes the angle at which the tire and wheel leans toward the car when looked at from the front or back.
Negative camber means that the tire leans inward at the top. Positive camber means that the tire leans outward at the top. (Positive camber is not recommended.) Camber is measured in degrees. You can use Associated's #1719 camber gauge to set your camber.
The front camber of the B44.1 is being checked with the #1719 Factory Team Camber + Track Width Tool Camber Gauge. The number at the bottom corner of the gauge nearest the tire indicates the angle of camber.
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Camber Link, front
shorter link
standard for high-grip tracks
more corner entry steering
less mid and exit corner steering
longer link
better for med.-grip loose tracks
less corner entry steering
more exit steering
The front camber link is the turnbuckle link connecting the ballstud on the shock tower to the ballstud on the caster block.
Lengthening or shortening the camber links can affect traction, stability, and handling.
You lengthen or shorten the camber link by mounting the camber link turnbuckle in one of two holes in the tower (SC10 short-course truck shown).
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Camber Link, rear
shorter link
better for med.-grip loose tracks
stiffer rear suspension
accelerate better
more turn-in steering
less mid-to-exit corner steering
decreases traction
more side-to-side stability
longer link
standard for high-grip tracks
softer rear suspension (more chassis roll)