15
EN
Inboard Camber Location: The TEN-T has two different inner
locations with vertical adjustment for the front camber tie
rod. In general, the lower or further out the inside position is,
relative to the outside, the more camber gain (total camber
change through the total throw of the suspension) is present.
This is an adjustment that is difficult to make a generic
statement as it can have slightly different results in various
conditions. The following is a summary of how this adjustment
will usually impact the handling of the TEN-T. A longer front
camber link will usually make the TEN-T feel stiffer. This will help
keep the TEN-T flatter with less roll, but can make the TEN-T
handle worse in bumpy conditions, it also will make the TEN-T
easier to drive. A shorter front camber link will result in more
front end roll, which will provide more steering on tighter turns
with the loss of some stability. You will also lose some high-
speed steering but might gain some more steering response.
Too short of a front link may make the TEN-T feel “twitchy” or
“wandery” meaning that it may be difficult to drive straight at
high speed.
Inboard Camber Vertical Adjustment: Washers are often
used under the inner ball stud mounting location; this is one
of the most important adjustments on the TEN-T. You should
get a feel for how the number of washers affects the handling.
Adding washers will make the TEN-T more stable and keep the
front end flatter. This works well on higher traction surfaces.
Removing washers will make the steering more aggressive,
which works well on lower traction surfaces. This can be good
in some conditions, but can also make the TEN-T difficult
to drive in others. The best all-around adjustment is with
three washers as the vehicle comes built. The washers that
are used are included in an assortment package of washers
(LOSA6350). In general the upper hole will make the TEN-T
more stable and keep the front end flatter. This works well
on higher traction surfaces. The lower location will make the
steering more aggressive which works well on lower traction
surfaces. This can be good in some conditions but can also
make the TEN-T difficult to drive in others.
Toe-In/Out: This is the parallel relationship of the front tires to
one another. Toe-in/out adjustments are made by changing the
overall length of the steering tie rods. Toe-in (the front of the
tires point inward, to a point in front of the front axle) will make
the TEN-T react a little slower, but have more steering from the
middle of the turn, out. The opposite is true with toe-out (the
front of the tires point outward, coming to a point behind the
front axle), the TEN-T will turn into the corner better but with
a decrease in steering from the middle of the turn, out. Toe-in
will help the TEN-T to “track” better on long straight high-speed
runs, where toe-out has a tendency to make the TEN-T wander.
We recommend to run between 0-degree of toe-in/out to 1
degree of toe-in.
Tuning the Rear End of the TEN-T
Shock Location: Moving the shocks out on the arm will result
in less forward traction and let the TEN-T make more of an arc
through the exit of the turn. In general, when changing shock
locations on the arm, it will be necessary to go down one spring
rate when moving out on the arm.
Static Camber: Having the same definition as for the front end
and measured in the same fashion, rear camber can also be a
critical tuning feature. Testing has shown that running a small
amount of negative camber (.5-1 degree) is best. Increasing
negative rear camber (in the range of 1.5-3 degrees) will
increase stability and traction in corners, but decrease high-
speed stability. Decreasing rear camber (in the range of 0-1.5
degrees) will decrease stability and traction in corners, but will
increase high-speed stability.
Inboard Camber Location: The TEN-T has two inner camber
link locations. These locations work in the same fashion and
have the same effect as noted for the front. You will find that
you will get more noticeable changes with the outer locations
in the hub. In general the upper hole will make the TEN-T more
stable and keep the front end flatter. This works well on higher
traction surfaces. The lower location will make the steering
more aggressive which works well on lower traction surfaces.
This can be good in some conditions but can also make the
TEN-T difficult to drive in others.
Outboard Camber Location: Running the camber link in the
inside position on the hub will generate more rotation entering
a turn, but decrease steering on exit. Running the camber link
in the furthest outer position on the hub will generate more
stability entering a turn and increase steering on exit.
Toe-In: Having the same definition as for the front end, the toe-
in can be adjusted on the TEN-T with the rear hubs. The stock
toe-in is 3 degrees of inboard per side and 0 degrees in the hub.
Increasing rear toe-in will increase forward traction and initial
steering, but reduce straightaway speed. Decreasing rear toe-in
will decrease forward traction and “free-up” the TEN-T. Less toe-
in can be used to gain top speed.
Ride Height: This is the height of the chassis in relation to the
surface. It is an adjustment that affects the way your TEN-T
jumps, turns and goes through bumps. To check the ride
height, drop one end (front or rear) of the TEN-T from about a
5 to 6-inch height onto a flat surface. Once the TEN-T settles
into a position, check the height of that end of the TEN-T in
relationship to the surface. To raise the ride height, lower the
shock adjuster nuts on the shock evenly on the end (front or
rear) of the TEN-T that you are working on. To lower the ride
height, raise the shock adjuster nuts. Both left and right nuts
should be adjusted evenly. Check the setup sheet included and
for additional setup information visit www.losi.com.
