SLAYER PRO 4X4 • 31
BASIC TUNING ADJUSTMENTS
Static Camber Adjustment
The wheels can be set to have either
positive or negative camber (see illustration
below). The camber angle changes as the
wheel moves up and down through its
range of travel. Static camber is the camber
angle at the wheel when the vehicle is set at
its normal, stationary ride height.
The suspension pivot balls located in the
axle carriers adjust the static camber. The
pivot balls are protected by blue dust plugs. To adjust your static
camber, insert the supplied 2.5 mm hex wrench through the slit in
the dust plug and engage the end of the pivot ball (compressing the
suspension until the arms are parallel to the ground will allow for easier
hex wrench engagement). The upper pivot ball is normally screwed all
the way in. Negative camber is achieved by screwing the pivot ball of
the lower control arm out.
Note:
When camber is changed, the toe
angle of the wheel has to be reset.
Static Camber Base Factory Settings
Front:
2-degree negative camber each side
Rear:
3-degree negative camber each side
TRANSMISSION TUNING
Adjusting the Slipper Clutch
Your Slayer Pro 4x4 is equipped
with an adjustable Torque-Control
™
slipper clutch. The slipper clutch is
integrated into the main spur gear
on the transmission. The slipper
clutch is adjusted by loosening
the spring-loaded locknut on the
slipper shaft. Use the supplied 8mm
open-end metric wrench. To tighten
or loosen the slipper nut, insert the
2.0mm hex wrench into the hole in the
end of the slipper shaft. This locks the shaft for adjustments.
Turn the adjustment nut clockwise to tighten (less slippage) and
counter-clockwise to loosen (more slippage). The slipper clutch has
two functions:
1. Limiting the engine’s torque output to the wheels to prevent
wheelspin on low traction surfaces and help to prevent damage
to the gears in the transmission during on-throttle landings.
2. Protecting the drivetrain from sudden impact or shock loads (such
as landing from a jump with the engine at full throttle).
From the factory the slipper clutch is set for minimal slippage, just
enough to protect the drivetrain from shock loads. On slippery, low
traction surfaces such as a hard-packed, dry racetrack you may benefit
from loosening the slipper adjustment nut to allow for more clutch
slippage. This will make the truck easier and more forgiving to drive
by helping to reduce the amount of wheel spin. Loosening the slipper
adjustment can also improve performance on extreme high traction
surfaces by preventing the front end from lifting off of the ground when
accelerating. Make slipper adjustments in small 1/8-turn increments.
The maximum tight setting for the slipper is just at the point where
there is little or no tire slippage on a high traction surface such as
carpet or a prepared racetrack. The slipper should not be tightened
to the point that clutch slippage is completely eliminated. Do not
overtighten the slipper nut or you could damage the slipper bearings,
pressure plates, or other components.
For caster, roll center, and
optional rocker arm tuning see
Advanced Tuning Adjustments
on page 36.
0
°
0
°
0
°
0
°
Positive camber
Negative camber
All of the toe links are installed
on the truck so that the left-
hand thread indicators point
to the same direction. This
makes it easier to remember
which way to turn the wrench
to increase or decrease toe
link length (the direction is the
same at all four corners). Note
that the groove in the hex
indicates the side of the toe
link with the left-hand threads.
A camber gauge (available
at your local hobby shop)
can be a useful tool for
alignment setting.
