Tekno RC EB48 2.0, Building Instructions

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Changes to wheelbase can affect the overall handling of your vehicle, since it adjusts the distribu-
tion of weight on the wheels as well as the angle of the driveshafts. Shortening the wheelbase at
the rear will give you more steering into a turn and off power, less steering out of a turn and on power. Lengthening
the wheelbase at the rear will yield the opposite results. In general a longer wheelbase is better on open and/or bumpy
tracks and a shorter wheelbase is better on tighter technical tracks.
Softer springs will increase traction through the
turns by allowing more roll, slow down the
responsiveness of the vehicle, and can be better
in the bumps. Stiffer springs will increase
corner speed if traction is available and will also
tend to jump and land better. Once you find a
set of springs you like you will typically only
change them for tracks with dramatically
different conditions. LF springs reduce chassis
oscillations by having less rebound and being
more linear than our standard springs.
Active rear toe is essentially bump steer for the rear suspension. It affects the vehicle anytime it is accelerating,
cornering, braking, jumping, or going through bumps. There are two types of active toe, in or
out depending on which direction the active toe inserts are installed. When using active toe in
(C or D arm inserts upside down), the rear tires will “toe in” more during suspension compres-
sion and “toe out” during suspension droop. The opposite happens when using active toe out
(C or D arm inserts right side up). When using the active toe in setting, the vehicle will be more
locked in during acceleration at the rear end and possibly have a push during corner exit. It will
have more rear grip through the corner, but possibly not as fast through the corner. It will be
looser in the rear under braking and possibly have more steering, but will hold it’s line off of
jumps better, although may have too much rear traction during the landing. It will accelerate
through bumps better, but could catch ruts more easily. When using the active toe out setting,
the vehicle will be looser during acceleration and have more steering, but will have less rear grip
through the corner. It will have more overall speed, but will have less steering under braking, and will be less precise during jump takeoff,
although it will be more forgiving during jump landing. It will be very smooth and forgiving through the bumps but will lack some grip. If
you are using the inserts that also add 1 degree of static toe in (D arm inserts), You may want to remove 1 degree of toe in from the hinge
pin blocks, to achieve the same overall amount of static toe in. When doing this, you will remove some angle from the rear driveshafts.
This will create similar results as the active toe out inserts (better in bumps, quicker cornering, etc.), but to a lesser degree.
By changing the rear hub inserts you can alter the rear roll center of the vehicle. These hub inserts will
also affect axle height, uptravel, and downtravel (droop) values. It is important to note that with any hub
insert change you will have to check and possibly change other settings on the car. When running a
higher roll center (higher number inserts) you will need to limit your uptravel with o-rings on the shock
shaft, outside of the shock body and possibly increase the amount of droop you’re running. When
running a lower roll center (lower number inserts) you will need to remove o-rings from the shock shaft to
increase up travel, and may need to decrease the amount of droop you’re running. When changing the
inserts the rear camber link location on the tower will also need to be adjusted to maintain your current link
to arm angle. When going to a lower roll center (lower number insert) you will need to move the camber
link down on the tower. When going to a higher roll center (higher number insert) you will need to move
the link up on the tower. A lower number insert will provide more roll and typically give more off power
rear traction and less on power rear traction. The car will change directions more slowly, roll deeper into turns, and can be more
forgiving off power or under braking but more aggressive under acceleration. A higher number insert will provide less roll and typically
give less off power rear traction and more on power rear traction. The car will change directions more quickly and can be more aggres-
sive off power or under braking but more forgiving under acceleration.
Sway bars are used to adjust a vehicle's lateral grip by resisting chassis roll. A thicker bar decreases
roll more than a thinner bar will. More roll means more grip and less roll means less grip. The front
sway bar affects mainly off-power steering at corner entry. The rear sway bar affects mainly
on-power steering and stability in mid-corner and at corner exit.
Pistons with smaller
holes work well for
smoother tracks with
large jumps and
pistons with larger holes work well for
rougher tracks with less jumps. Smaller
hole pistons will typically use thinner oil
than larger hole pistons. Shock oil is also
affected by the ambient temperature so
a change in viscosity might be neces-
sary with a change of 5°C or ~10°F.
Wheelbase Adjustments
FORWARD
BACKWARD
Front: Changing front diff oil affects overall steering response. Thinner can increase off-power steering but the
vehicle may be twitchy and harder to drive. Thicker can increase on power steering and stability. We recommend
10k in the front diff.
Center: Changing center diff oil affects the front-to-rear drive balance. Thicker will reduce off-power steering and
on-power rear traction but increases on-power steering and acceleration if traction is available. Thinner will
increase off-power steering and on-power rear traction but reduce on-power steering and acceleration. We
recommend 10k in the center diff.
Rear: Thinner rear diff oil increases off-power steering and reduces traction into a corner. It also reduces on-power
steering and increases traction out of a corner. Going too thin will make your vehicle inconsistent, however. Thicker
rear oil will have opposite effects, and once again, going too thick will make the vehicle inconsistent. We recom-
mend 7k in the rear diff.
Differentials
Springs
Sway Bars
Pistons
Hub Inserts
Active Toe
L
O
W
H
I
G
H
ROLL CENTER
1 (L+)
2 (L)
3 (M)
4 (H)
5 (H+)
PART
#
/COLOR
TKR6035
TKR6036
TKR6037
TKR6038
TKR6039
TKR6040
TKR6045
WIRE DIA
1.5
1.5
1.5
1.5
1.5
1.5
1.5
COILS
9.00
8.50
8.00
7.50
7.00
6.75
6.50
LENGTH
70mm
70mm
70mm
70mm
70mm
70mm
70mm
LENG
TH
COILS
WIRE DIA.
3.83
4.15
4.47
4.92
5.36
5.65
5.96
RATE
PART
#
/COLOR WIRE DIA COILS LENGTH RATE
Standard Frequency
Low Frequency
TKR8764
TKR8765
TKR8766
TKR8767
1.6
1.6
1.6
1.6
11.00
10.25
9.75
9.00
75mm
75mm
75mm
75mm
3.82
4.14
4.47
1.6 8.50 75mm 5.29
1.6 8.00 75mm 5.73
1.6 7.50 75mm 5.98
4.91
TKR8768
TKR8769
TKR8770
Static Toe
Active Toe
(Right Arm)
0° 0° 0° 1° in 1° in
1° in 1° in 1° out 1° out
1° in
0° 0°
ARM INSERTS
26
Setup Information
(continued)