9
SHOCK OILS AND SHOCK SPRINGS
Many different combinations can be used between the shock
oils and shock springs. Some basic guidelines when setting
up the Evader are that if the rear end is stiff, the truck will have
more steering and less rear traction. Stiffening the front shocks
will result in less steering and more rear traction. DuraTrax
offers different rate (stiffness) springs to suit most running
conditions. The springs are color-coded for easy identifi cation:
Front
Rear
Silver
(Extra Soft)
DTXC9261
DTXC9260
White
(Soft)
Included
Included
Yellow
(Medium)
DTXC9230
DTXC9235
Green
(Hard) DTXC9231
DTXC9236
Thinner shock oil will make the shocks react faster, but makes
the truck less stable and may cause the truck to bottom out
over large jumps. Thicker shock oil makes the truck smoother
over large jumps and in straights, but less reactive over rough
sections. We have fi lled the shocks with 20 weight shock oil,
which is a good choice for most driving conditions.
FRONT SHOCK ADJUSTMENT
Top Shock Outer Positions:
More Steering,
Faster Suspension Reaction
Inner Mount Positions:
More Slow-Speed Steering
Outer Mount Positions:
More High-Speed Steering
Top Shock Inner Positions:
Slower Steering,
Smoother Over Bumps
Moving the tops of the shocks out will increase steering and
produce quicker suspension reaction, but will result in slower
steering reaction. Mounting the bottoms of the shocks in the
inside hole of the arms will give more slow-speed steering
but will take away some high-speed steering.
REAR SHOCK ADJUSTMENT
Top Shock Outer Positions:
More Steering,
More Control Over Bumps
Inner Mount Positions:
Less Steering,
Smoother Over Bumps
Outer Mount Positions:
More Steering,
Less Control Over Bumps
Top Shock Inner Positions:
More Rear Grip,
Smoother Over Bumps
Moving the tops of the shocks in will result in more traction in
the corners and greater smoothness over the bumps. Moving
the tops of the shocks out will give the truck more steering
and enable it to handle large jumps better.
SLIPPER CLUTCH ADJUSTMENT
IMPORTANT! To protect the transmission gears, it is
imperative that the slipper is properly set. If too tight, or
locked, gear damage may occur.
Loosen Nut:
More Slip
Tighten Nut:
Less Slip
Slipper Adjustment Nut
1. Tighten the slipper adjustment nut all the way down.
2. Loosen the adjustment nut two full turns.
3. Set the kit on the work surface and try to rotate the spur
gear by hand. It should be hard to turn with both the rear
wheels resting on your work surface.
4. If it turns easily the slipper adjustment nut needs to be
tighter. Tighten the adjustment nut 1/8th of a turn and try
to rotate the spur gear again.
5. If the gear will not turn, than the slipper is too tight. Loosen
the adjustment nut 1/8th of a turn and try to rotate the spur
gear again.
6. For the fi nal adjustment use a fully charged pack to run
the truck. Place the truck on the surface it will be run on
and give it a short 1-2 second burst of full throttle. When
adjusted correctly it should slip for 1-2 feet without the
tires spinning. If the tires spin the slipper will need to be
set looser. If it slips for more than the recommended 1-2
feet it is set to loose and will need to be set tighter.
7. Repeat each step as needed to get the desired setting.
