X – 60 Instructions Version 1.0 Page 33
TUNING SECTION
It’s like Ripley’s Believe It Or Not – Take it for what it’s worth!
TRANSMISSION HEIGHT
The X – 60 is the first mass produced off-road truck we know of with adjustable
transmission height. This allows you to adjust the height of the point of contact
between the dogbones and the outdrives. In theory, raising this point of contact
gives more forward bite and less side bite. Lowering the point of contact does the
opposite: more side bite and less forward.
We are changing the angle of the dogbone in the outdrive. If you keep the ride
height the same, changing the height of the outdrives changes the angle of the
dogbones. On a conventional buggy, rear ride height changes are done to affect
dogbone angle, and front ride height is adjusted secondly to compensate for the
rear.
The New Math allows you to set dogbone angle and ride height independently. The
Team usually sets transmission height first, then adjusts the remainder of the car,
with front and rear ride heights based on the remainder of the set-up rather than
dogbone angle considerations.
Included in Bag B is a Ziplock bag of transmission shims; four each of .030”, .060”,
.090”. and .120” Counting zero, this gives five transmission height positions. .060”
is about the same as your T4.
Important note: For all settings above .030”, add equal shims under the motor plate
support. You can use #4 flat washers for this purpose.
ANTI-SQUAT AND TOE-IN – More Math!
Your X – 60 has been designed to make adjustments of rear toe-in and anti-
squat as easy as possible. Two toe-in bars are provided in Bag C: 3
o
per side and 4
o
per side. More toe-in helps the truck develop forward traction coming out of corners,
but less toe-in gives better side bite. So it’s another trade-off and is an adjustment you
should make early in your set-up work for each track. There are commercially available
hub carriers from RaySpeed and Racer’s Edge which put different amounts of toe-in at
the hub (the AE hub carriers are 0
o
), so you have a wide range of options.
We have run all the way from 3
o
at the pivot + 0
o
at the hub = 3
o
to 4
o
at the pivot + 1
1/2
o
at the hub = 5 1/2
o
! At 5 1/2
o
the rear end gets so locked up that steering reaction
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