K021 Instructions v1.0
Tuning
Page
77
step F11 to move the axles in and out, keeping the CVD engaged in the outdrive at full
droop without bottoming out on compression.
Adjusting the height of the transmission changes several things at once. Primarily, it
sets the distance between the inner hinge pins and outdrives; a greater distance allows
the CVD to exert greater force on the suspension. It also changes the car’s center of
gravity slightly, as you’re adjusting the height of the motor too.
Raising the transmission will give your car more forward bite. It effectively stiffens the
rear of the car, which means the car will break loose sooner in corners and will bounce
more over washboards or small bumps. A softer rear shock package is generally
recommended when running the transmission high. Lowering the transmission does the
opposite: less forward bite, but greater side bite and a smoother, more stable car over
rough sections.
FRONT AND REAR TOE ADJUSTMENTS
Toe-in (or out) is the angle of the tires to parallel when viewed from above. Zero
degrees of toe is when the tires are parallel to each other; toe-in is when the front of the
tires point toward each other, and toe-out is when the front of the tires point away. Toe
in the front of the car is very easily adjusted by turning the steering tie-rods between the
steering rack and the steering blocks. The front tires are generally run with zero
degrees of toe. Adding some toe-out will increase the initial steering in the car, but can
feel twitchy and wander-y. Toe-in will stabilize the car, especially out of turns, but slows
down the steering response and slightly decreases corner speed.
The rear tires are always run with toe-in, but the amount can be changed. It is adjusted
by switching the rear pivot block (installed in step G8). More rear toe-in (the 4
o
block)
gives the car more forward traction but makes it harder to pivot the car. Less rear toe-in
(the 3
o
block) will let the car flow through corners and pivot well, but at a loss of stability
off the line and out of corners.
CAMBER
Camber describes the angle of the tire from vertical when viewed from the front or back.
If the top of the tire leans out past the bottom you have positive camber; if the tire leans
in at the top it has negative camber. A good starting point is to have -1
o
of camber all
around; the team generally runs between 0 and -3
o
. In general, more negative camber
