Team Associated SC10GT - Manual (Page 29)

:: Tuning Tips
Recommended Gearing:
To calculate your SC10GT Final Drive Ration (a.k.a. gear ratio), use the following formula:
(spur gear # teeth) / (clutch bell # teeth) x 4.09 = Final Drive Ratio
For higher top speeds, use either a larger tooth clutch bell or a smaller tooth spur gear.
For more torque and acceleration use a smaller tooth clutch bell or larger tooth spur gear.
Slipper Clutch:
The instructions provide a base setting for the slipper clutch, but depending on the surface you are running on, it may be
adjusted for better performance. The intent of the slipper clutch is to absorb shocks to the drivetrain and to improve
power delivery to the wheels. If the car is doing wheelies too easily on a high grip surface, try loosening the slipper.
In cases of excessive wheel spin on a low grip surface, try loosening the slipper for smoother acceleration. The slipper
settings will vary depending on tire grip and driving surface. Adjust the slipper in 1/8 turn increments when tuning.
Clutch Springs:
The clutch spring stiffness determines at what RPM the engine begins to engage the clutch bell. The kit comes with a
0.9mm clutch spring (#7971), this provides the smoothest power delivery. For more aggressive power delivery, try the
1.0mm clutch spring (#2306) and for most aggressive engagement try the 1.1mm clutch spring (#2307).
Caster:
The kit/ RTR comes with 30 degree caster blocks (#7922). For less aggressive steering try the optional 25 degree
caster blocks (#7919).
Front Camber Links and Vertical Adjustment:
Changing the length of the camber link is considered a bigger change than adjusting the ballstud height on the shock
tower. Shortening the camber link (or lowering the ball end) will give the front end less roll and quicken steering
response, especially on corner entry. Lengthening the camber link (or raising the ball end) will give the front more roll and
slower steering response, but can produce more corner exit steering. Longer camber links are typically used on high
grip tracks and shorter links tend to work better on medium grip and loose tracks.
Rear Camber Links and Vertical Adjustment:
Changing the length of the camber link is considered a bigger step than adjusting the ball end height on the shock tower.
The rear camber link length is adjusted on the hub and the inboard height is adjusted on the rear camber link mount.
The rear camber link mount can be shimmed up or down, and you can change the vertical hole location. From the kit
setting, lowering the inner pivot will slide more predictably and give you more entry steering, but not have as much
cornering grip.
Front Toe-In:
Zero degrees toe-in (tires pointing straight forward) is the setting that should be used in almost all track conditions.
Occasionally, adding a little bit of toe-out (tires pointing slightly out) can increase initial turn in response. A slight amount
of toe-in will increase front end stability a little, and results in less aggressive steering but this option is rarely used.
Front Camber:
Camber is the angle of the wheel when looked at from the front. The angle is measured from a line perpendicular to the
ground to the face of the wheel. Camber is used to ensure a wider tire contact patch while cornering. A good starting
point for the front is -1°. Performance will begin to decrease after -3°. Positive camber, where the top of the tire is
leaning out, is not recommended in the front. To set your camber use the included #1719 camber gauge.
Tips for Beginners:
Before making any changes to the standard setup, make sure you can get around the track without crashing. Changes
to your vehicle will not be beneficial if you can’t stay on the track. Your goal is consistent laps.
Once you can get around the track consistently, start tuning your vehicle. Make only ONE adjustment at a time, testing
it before making another change. If the result of your adjustment is a faster lap, mark the change on the included setup
sheet (make adddtional copies of the sheet before writing on it). If your adjustment results in a slower lap, revert back to
the previous setup and try another change.
When you are satisfied with your vehicle, fill in the setup sheet thoroughly and file it away. Use this as a guide for future
track days or conditions.
SC10GT gear chart
Spur Gear
Clutch Bell
54
19
20
21
55 56
11.62
11.04
10.51
11.84
11.25
10.71
12.05
11.45
10.91
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