STAMPEDE 4x4 VXL • 25
ADVANCED TUNING ADJUSTMENTS
CAMBER GAIN
Your model has provisions for adjusting the camber gain geometry of the
front and rear suspension. “Camber gain” refers to an increase in camber
angle as the suspension is compressed. The camber gain of the vehicle
can be changed by moving the camber link attachment to a different
horizontal mounting position. Adjusting the camber gain will alter the tire
contact patch as the suspension is compressed. Making the camber link
shorter will increase the camber gain. This makes the vehicle more stable
over bumps, but reduces traction on smooth surfaces. Lengthening the
camber links has the opposite effect.
• Front Camber Gain
To increase the camber gain on the front
suspension, move the inner camber link
ends out to Position 3. Position 4 is the stock
setting.
• Rear Camber Gain
To increase the camber gain on the rear
suspension, move the inner camber link
ends out to a different attachment hole
(Position 1 or 2 in the image. Position 3 is
the stock setting).
Once you make adjustments to the camber gain, you may need to
re-adjust the static camber to suit your tuning needs.
ROLL CENTER
Your model has provisions for adjusting the roll center geometry of the
front and rear suspension. Roll center refers to the virtual axis around
which the chassis will roll when subjected to cornering forces. The roll
center of the vehicle can be raised by mounting the inner ends of the
camber links in a lower position. Raising the roll center will effectively
increase the roll stiffness of the vehicle (similar to installing swaybars).
Adding roll resistance to one end of the vehicle will tend to add traction
to the opposite end. For example, increasing roll resistance in the rear will
provide more traction for the front wheels and potentially more steering.
Raising the roll center on the front and rear equally will increase overall
roll resistance without changing the handling balance. The default factory
locations are designed to make the truck easier and more forgiving to
drive and less likely to traction roll in turns.
• Front Roll Center
To lower the roll center on the
front suspension, move the
inner camber link ends up to
a different attachment hole
(Position 1 or 2. Position 4 is
the stock setting). To lower the roll center further, move the outer camber
link ends to the lower position on the C-hub.
Bump steer correction
- “Bump steer” refers to
unwanted steering inputs caused by suspension
movement. Your model’s suspension geometry is
designed to minimize bump steer. If you are using the
upper hole on the C-hub (image A) and either of the
two lower holes on the shock tower
(positions 3 or 4 in “Front” image), the
tie rod ball should be oriented with the
large flat end on top (stock position
- image B). When using any other
combination of camber link attachment
points, the tie rod ball should be oriented
with the large flat end on the bottom (C).
• Rear Roll Center
To raise the roll center on the rear
suspension, relocate the inner camber links
to one of the two holes (position 4 or 5 in
image) in the lower row of the rear camber link attachment, located
near the base of the rear shock tower.
Once you make adjustments to the roll center, you may need to re-adjust
the static camber to suit your tuning needs.
GEARING
One of the more significant advantages to your model’s transmission
is the extremely wide range of available gear ratios. Changing the
gearing allows you to fine tune the speed of the model and control
the temperatures of the battery pack and motor. Use a lower gear
ratio (numerically larger) to reduce current draw and temperatures.
Use a higher gear (numerically lower) to increase top speed. Use the
following formula to calculate the overall ratio for combinations not
listed on the gear chart:
Front
Front
C-hub
Rear
Rear
B
C
# Spur Gear Teeth
x 2.85 = Final Gear Ratio
# Pinion Gear Teeth
A
Gearing Compatibility Chart:
The chart below shows
recommended gear combination
ranges for your model.
Spur Gear
Pinion Gear
50
52
54
9
-
16.44
17.08
10
-
14.80
15.37
11
12.94
13.45
13.97
12
11.86
12.33
12.81
13
10.95
11.38
11.82
14
10.16
10.57
10.98
15
9.49
9.87
10.25
16
8.89
9.25
9.61
17
8.37
8.71
9.04
18
7.91
8.22
8.54
19
7.49
7.79
8.09
20
7.12
7.40
7.68
21
6.78
7.05
7.32
22
6.47
6.73
-
23
6.19
6.43
-
24
5.93
-
-
25
5.69
-
-
26
-
-
-
Thick black border indicates stock settings.
Out of box setup, recommended for most
running, 6 or 7-cell NiMH, 2S LiPo
Included optional gearing, for high-speed
running only
High speed running (7-cell NiMH or 2S LiPo)
on smooth hard surfaces.
For aftermarket 540 motors; center shaft
cover removed or modified
Preferred gearing for off-road and extreme
terrain driving.
Fits, for high-speed runs only, not
recommended for use with NiMH batteries.
High-current LiPo batteries required.
Does not fit
