MODSTER 265061, User Manual

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User Manual MODSTER DASHER V2
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Angle of Attack
The spring elements can be converted into other pivot points both at the top, at the shock absorber bridge and at the lower transverse link.
In this way, the model is also raised / lowered. However, by changing the shock absorbers, the angle at which the force influences the damper
also changes. This affects the response of the damping.
- At a flat angle of attack, the chassis must lower more deeply before the damping is activated. In other words, the suspension is soft to the
touch and becomes harder and harder. One speaks of high „progressivity“. If you take the extreme case when the damper is perpendicular to
the direction of deflection (= lowest angle, 0 °) of the wheel, no force is applied and the shock absorber remains unaffected.
- At a steeper angle of attack, the progressivity is correspondingly lower, that is, the vertical relative movement of the chassis is introduced
directly into the suspension; The damping effect begins earlier. In the most extreme case, if the damper is parallel to the direction of deflection
(= steepest angle of incidence, 90 °) of the wheel, the force is applied directly and the shock absorber instantly unfolds its full effect.
Spring Preload
The spring preload can be finely adjusted with aid of the knurled nuts depending on the substrate and the driving mode. The spring preload
is used to change the ground clearance of the model and the return speed of the shock absorber after compression. The spring preload has
no influence on the spring hardness.
• Turning the knurled nut downwards increases the spring preload, twisting upwards relieves the spring.
• A lower spring preload causes the chassis to sink deeper under its own weight, which reduces ground clearance.
• A higher pretension boosts the chassis.
• The more uneven the terrain, the higher the ground clearance on both axles should be chosen in order to avoid placing the chassis on
the ground.
• A high ground clearance on both axles results in a stronger lateral inclination of the model and thus more violent load change reactions.
• Lower ground clearance on the front axle results in a more agile steering of the vehicle.
• Spring preload and mounting points of the shock absorbers of an axle must be the same on the right and on the left!
Tuning
For intermediate drivers there are pursuing setup-steps for damping.
In this way you have the possibility to change the damping by changing the damper springs with harder / softer springs or with progressive
winding. It is also possible to use a lower / higher viscosity damper oil or a different hole size / number of piston plates.
Setting the track
Steering
The track levers located on the steering knuckles are attached to a tie rod (a) via ball joints. These tie rods are, in turn, connected to the steering
plate (b) via ball-and-socket heads. If the steering plate is moved to the right and left, the wheels also swing to the right and left.
A lever (c) engages the steering plate. The lever is deflected by the servo arm (e) of the steering servo via the steering linkage (d). Due to the
elastic connection of the two levers, the servo is protected against impacts on the wheels during the travel (servo saver), by the force effect on
the wheels is cushioned and not directly via the steering linkage into the servo is initiated.
Track
The track indicates the orientation of the wheels relative to the vehicle longitudinal axis (direction of travel). If the wheels of an axle in the
stand are not parallel to the longitudinal axis, but point inwards at the front, this is called a toe-in. Correspondingly, the toe-out wheels, which
point outwards at the front.
During the straight-ahead travel, the wheels are pushed apart by the rolling resistance at the front. To compensate, a toe-in can be adjusted
on the wheels of the stationary vehicle.
The position of the wheels can be achieved with a change in the length of the tie rods (a). This change in length (track setting) is made by
means of tensioning screws in the right and left tie rod.
Toe-in
Turning the tension screw counter-clockwise (to the rear) lengthens the tie rod,
the wheels are pushed outwards to the outside. A toe-in during the ride results
in a better lateral guidance of the tire and a more direct response of the steering.
Driving with toe-in makes the tire inner side wear more quickly.
Toe-out
Turning the tensioning screw clockwise (forwards) shortens the tie rod, the wheels are pulled inwards at the rear. The adjustment of a toe-in
will result in a softer response of the steering. Driving with toe-out lets the tire outside wear out faster.
Adjustment of the camber
The wheels are fastened between the upper and lower transverse link. A change in the length of the upper crossbar causes a change in the
inclination of the wheel plane. The wheel camber indicates the inclination of the wheel plane against the vertical. If the upper edges of the
wheels of an axle are inclined inwards (toward the center of the vehicle), this is referred to as a negative fall. An outwardly inclined, V-shaped
position of the wheels is called a positive fall. Negative camber at the front axle increases the lateral guiding forces of the wheels during bends,
the steering is more direct. The steering forces are reduced and the driving behavior quieter. At the same time, the axial bearing clearance is
switched off since the wheel is pressed in the axial direction onto the steering knuckle. Negative camber at the rear axle reduces the inclina-
tion of the vehicle tail to break out in curves. By setting a negative camber, the contact surface of the tire displaces inwards, which increases
the wear on the tire inner sides.
Toe-in Track 0 Toe-out