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Front Camber Links:
Changing the length of the camber link is considered a bigger step than adjusting the ball end
height on the top deck. Shortening the camber link (or lowering the ball end) will give the front
end less roll and quicken steering response. Lengthening the camber link (or raising the ball end)
will give the front more roll and slower steering response.
Raise or lower your inside camber links by removing or adding the .030” ball end washers
between the ball stud and the top deck. Longer or higher camber links are typically used on high-
grip tracks and shorter or lower links tend to work better on med-grip or loose tracks.
Rear Camber Links:
Changing the length of the camber link is considered a bigger step than adjusting the ball end
height on the top deck. Shortening the camber link (or lowering the ball end) will give the rear
end less roll and the car will tend to accelerate or “square up” better. Lengthening the camber
link (or raising the ball end) will give the rear more roll and more cornering grip.
Raise or lower your inside camber links by removing or adding the .030” ball end washers
between the ball stud and the top deck. Longer or higher camber links are typically used on high-
grip tracks, while shorter links tend to work better on med-grip or loose tracks. The kit setting is a
good compromise of cornering grip and acceleration.
Front Toe-In:
Toe-in describes the angle of the front tires when viewed from the top. With toe-in, the front of
the tires point inward.
Zero degrees toe-in (tires pointing straight forward) is the setting that should be used for almost
all track conditions. Occasionally, you can increase turn-in by adding a little toe-out (front of tires
point slightly out). Front toe-in is not a typical tuning adjustment used by the team.
Ackermann:
When turning, the inside tire usually turns more than the outside tire. The difference between the
angle of the front tires when turning is referred to as Ackermann.
The Ackermann can be adjusted by moving the ball ends on the steering rack. The forward set of
holes give less Ackermann, while the rear set of holes give more. In theory, more Ackermann
gives the car more low-speed steering. However, the steering on most RC cars is limited by the
inside steering stop. Therefore, the Ackermann adjustment really only adjusts how far the outside
tire turns. In general, more Ackermann means less steering.
Increasing Ackermann will smooth out steering response and is best when running a one-way or
on high-grip tracks. Reduced Ackermann will typically give more mid-to-exit steering.
Wheelbase Adjustment:
You have three options for rear hub spacing,
forward
,
middle
, and
back
. The kit setting provides
the most rear traction, and should be used most often. For improved handling in bumps or
rhythm sections, try moving the hubs to the
middle
or
back
position. This will also make the car
more stable in 180° turns.
Summary of Contents for BJ4
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