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All of the toe links are installed on
the truck so the left-hand thread
indicators point to the same direction.
This makes it easier to remember
which way to turn the wrench to
increase or decrease toe link length
(the direction is the same at all four
corners). Note that the groove in the
hex indicates the side of the toe link
with the left-hand threads.
-1
To achieve a good starting point for
the slipper clutch, tighten the slipper
clutch adjusting nut clockwise until
the slipper clutch adjusting spring
fully collapses (do not over tighten),
and then turn the slipper clutch nut
counter-clockwise one full turn.
20 • SLASH
-1
°
ADJUSTING YOUR MODEL
Once you become familiar with driving your model, you might
need to make adjustments for better driving performance
Adjusting the Toe-in
0
Geometry and
alignment specs play
an important roll in
your model's handling.
Take the time to set
them correctly. Set the
steering trim on your
transmitter to neutral. Now, adjust your servo and tie rods so that
both wheels are pointing straight ahead and are parallel to each
other (0° toe-in). This will ensure the same amount of steering in
both directions. For increased stability add
front wheel. Use the turnbuckles to adjust the alignment.
Adjusting the Camber
The camber angle of both the
0°
front and rear wheels can be
adjusted with the camber rods
(upper turnbuckles). Use a
square or right-angle triangle
to set the camber accurately.
The stock camber of the front
wheels is -1° of camber. In the
°
-1
°
rear, the stock camber is -1.5°.
These adjustments should be
set with the truck positioned
at its normal ride height with a
battery installed.
Fine Tuning the Shocks
0
°
The four shocks on the model greatly influence its handling.
Whenever you rebuild your shocks or make any changes to the
pistons, springs, or oil, always make changes to them in pairs (front
or rear). Piston selection depends on the range of oil viscosities
that you have available. For example, using a two-hole piston with
a lightweight oil will, at one point, give you the same damping
as a three-hole piston with heavier oil. We recommend using the
two-hole pistons with a range of oil viscosities from 10W to 50W
(available from your hobby shop). The thinner viscosity oils (30W
-1
°
-1.5
°
°
0
°
Toe-in
0°
1°-2° of toe-in to
each
-1
°
0°
-1
°
Front Camber
0
°
-1.5
°
-1.5
°
Rear Camber
0
°
-1.5
°
or less) flow more smoothly and are more
consistent, while thicker oils provide more
damping. Use only 100% pure silicone
shock oil to prolong seal life. The model's
ride height can be adjusted by adding
or removing the clip-on, spring preload
spacers. Adjust the ride height so that the
suspension arms are slightly above being
parallel to the ground. Observe how the
model handles in turns. Proper setup will
add stability and help prevent spin outs.
0°
Experiment with different springs and shock
oils to find what works best for your current
track conditions.
Shock Mounting Positions
Big bumps and rough terrain require a
softer suspension with the maximum
possible suspension travel and ride
-1.5
°
-1.5
°
height. Racing on a prepared track
or on-road use requires a lower ride
height and firmer, more progressive
suspension settings. The more
progressive suspension settings
help reduce body roll (increased roll
0
°
stiffness), dive during braking, and
squat during acceleration.
The suspension of your model has
been set up for off-road performance
(position 1 on the front suspension
arms and position 2 on the rear
suspension arms). If you plan on
driving on hard surfaces, the following
changes should be made:
1. Move the front shocks to the
outermost position (2) on the suspension arms.
2. Move the rear shocks to the middle position (3) on the suspension
arms.
3. Add a 4mm pre-load spacer to the front shock.
Pre-load
Spacer
Front
1
2
Rear
1
2 3
4 5
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