Setting The Alignment - Reely X FACTOR RTR Bedienungsanleitung

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HIFTING THE SHOCK ABSORBERS AND PUSH RODS
With the X-Factor Monster Truck, the force input does not take place directly but
via a pushrod and a deflection, which is attached to the chassis (swinging).
The shock absorbers can be shifted to a second attachment point on the chassis
on both sides.
The pushrods can be shifted to two additional link spots on the axles.
The change of the angle of attack of the shock absorbers with reference to
the force input results in a change of the contact behaviour of the shock
absorption.
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6.3
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ETTING THE ALIGNMENT
The alignment designates the position of the wheel level to the driving direction.
During the drive the tires are pushed apart in the front because of the rolling friction and this is why they are no longer
exactly parallel to the drive direction. To balance, the wheels of the stationary vehicle can be set, so that they point slightly
inward. This toe-in effects an improved lateral cornering of the tire and therefore a more direct response of the steering If a
milder response of steering is desired, this can be achieved accordingly by adjusting a toe-out , i.e. the wheels of the stati-
onary vehicle point outward. A trail angle of 0° on the front and rear axis ensures the best driveability on almost any ground.
On smooth ground, we recommend a trail angle of 0° on the rear axis.
On rough ground, a toe-in of 1 to 2° on the rear axis provides more grip.
A trail angle of more than 3° toe-in or toe-out leads to handling problems and reduces the speed.
If you want to adjust the trailing on both axis, both have to have a toe-in or both a toe-out.
Clamping screws for separate wheel alignment of the front and rear wheels are located in the right and left steering link.
The toe-in of the front wheel must not exceed 4°.
Toe-in
Setting a toe-in makes the
inner part of the tires wear faster.
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Toe-out
Setting a toe-out makes the
outer part of the tires wear faster.
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© REELY 05/07
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With a flat angle of attack, the chassis must deflect
lower in order for the shock absorption to respond.
This is called high "progressiveness", meaning
the shock absorption first responds softly and then
becomes increasingly harder.
With a steep angle of attack, the progressiveness
is correspondingly lower, meaning the vertical
relative motion of the chassis is directly transmitted to
the shock absorption, the dampening effect kicks in
immediately and the shock absorption is harder.
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