:: :: Bag 2 -Bag 2 - Step 1 Step 1
:: :: Bag 2 -Bag 2 - Step 2 Step 2
:: :: Bag 2 -Bag 2 - Step 3 Step 3
23
:: Tuning Tips (cont.):: Tuning Tips (cont.)
Rear Camber:
Camber describes the angle at which the tire and wheel rides when looked at from the back. Negative camber means that the tire leans
inward at the top. A good starting camber setting is -1°. Adding a small amount of positive camber, where the top of the tire is leaning out,
will tend to improve straight-line acceleration on loose tracks. A camber gauge can be used to more accurately set camber.
Slipper Clutch:
The assembly instructions give you a base setting for your clutch. Turn the nut on the shaft so that the end of the top shaft is even with the
outside of the nut. At the track, tighten or loosen the nut in 1/8 turn increments until you hear a faint slipping sound for 1-2 feet on takeoffs.
Another popular way to set the clutch is to hold both rear tires fi rmly in place and apply short bursts of throttle. If the clutch is properly set,
the front tires should lift slightly up off the surface.
Front Camber:
Camber describes the angle at which the tire and wheel rides when looked at from the
front. Negative camber means that the tire leans inward at the top. A good starting
camber setting is -1°. Positive camber, where the top of the tire is leaning out, is not
recommended. A camber gauge can be used to more accurately set camber.
Testing camber with
camber gauge
Caster:
Caster describes the angle of the caster block as it leans toward the rear of the vehicle. Positive caster means the kingpin leans rearward
at the top. The kit includes three inserts to adjust caster angle at the caster block, 0°, 2.5°, and +5°. The total caster angle is the sum of
the kick-up angle and the caster block angle. Standard total caster angle for the B6 is 30°, with 25° kick-up and +5° caster block angle.
For less entry steering and more exit steering, try 0° caster block angle.
Diff Height Adjustment:
The diff height adjustment (p.12) is a good way to tune the car for grip level. On high grip with low ride heights, a higher diff height will be a
good option. On lower grip with higher ride heights, a lower diff height will be better.
Motor Gearing:
Proper motor gearing will result in maximum performance and run time while reducing the chance of overheating and premature motor
failure. The gear ratio chart lists recommended starting gear ratios for the most widely used motor types. Gear ratios will vary depending
upon motor brand, wind, and electronic speed control. Consult your motor and electronic speed control manufacturers for more
information. Team Associated is not responsible for motor damage due to improper gearing.
Set The Gear Mesh:
You should be able to rock the spur gear back and forth in the teeth of the pinion gear without making the pinion gear move. If the spur
gear mesh is tight, then loosen the #41096 screws (p.19) and move the motor away, then try again.
A gear mesh that is too tight or too loose will reduce power and damage the gear teeth.
33
29
27
24
23
22
21
20
Pinion
72
72
*75
78
78
78
78
78
Spur
5.67:1
6.45:1
7.22:1
8.45:1
8.82:1
9.22:1
9.65:1
10.14:1
Final Drive Ratio
21.5 Reedy S-Plus Brushless
17.5 Reedy S-Plus Brushless
13.5 Reedy S-Plus Brushless
10.5 Reedy 540-M4 Brushless
9.5 Reedy 540-M4 Brushless
8.5 Reedy 540-M4 Brushless
7.5 Reedy 540-M4 Brushless
6.5 Reedy 540-M4 Brushless
Motor
B7 Gear Ratio Chart (Internal Gear Ratio 2.60:1)
*75T spur gear (#92294) not included
!
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