Losi LOSB0102 - Manual (Page 18)

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in less forward traction and let the Desert Truck make more of
an arc through the exit of the turn. In general, when changing
shock locations on the arm, it will be necessary to go down one
spring rate when moving out on the arm.
Static Camber: Having the same definition as for the front end
and measured in the same fashion, rear camber can also be a
critical tuning feature. Testing has shown that running a small
amount of negative camber (.5-1 degree) is best. Increasing
negative rear camber (in the range of 1.5-3 degrees) will
increase stability and traction in corners, but decrease high
speed stability. Decreasing rear camber (in the range of 0-1.5
degrees) will decrease stability and traction in corners, but will
increase high speed stability.
Inboard Camber Location: The Desert Truck has multiple rear
camber locations. Using a longer camber link will improve
stability and traction (grip). Using a shorter camber link will
increase steering while decreasing rear grip. Running the
camber link in the inside position on the shock tower will give
your Desert Truck more steering entering the turn as it will
let the Desert Truck set over the rear tire and give you more
forward traction exiting the turn. As you move the camber link
towards the outside of the Desert Truck, you will gain less initial
steering, however, you will gain more steering as the Desert
Truck exits the turn. The Desert Truck now has the capabilities
of a lower row of holes in the rear shock tower for the inner
camber link location. The lower hole gives the Desert Truck
more camber gain (more angle relative to arm = more camber
gain). This can be helpful when tracks get bumpy and rutted
to help the rear end of the Desert Truck go through the bumps
easier due to the increased camber gain of the tires.
Outboard Camber Location: Running the camber link in the
inside position on the hub will generate more rotation entering
a turn, but decrease steering on exit. Running the camber link
in the furthest outer position on the hub will generate more
stability entering a turn and increase steering on exit.
Toe-In: Having the same definition as for the front end, the
toe-in can be adjusted on the Desert Truck with the rear hubs.
The stock toe-in is 3 degrees of inboard per side and 0 degrees
in the hub. Increasing rear toe-in will increase forward traction
and initial steering, but reduce straightaway speed. Decreasing
rear toe-in will decrease forward traction and “free-up” the
Desert Truck. Less toe-in can be used to gain top speed.
Anti/Pro-Squat: Increasing anti-squat is generated by raising
the front of the pivot block, relative to the rear of the pivot.
This will increase initial steering and forward traction. You can
increase anti-squat in 1 degree increments by using two .030
washers between the front of the pivot plate and pivot block.
Pro-squat is generated by raising the rear of the pivot relative to
the front. This will decrease forward traction and initial steering,
on high bite surfaces. Also available is an aftermarket part that
is a 0 degree rear pivot block (LOSA2112), if pro-squat is desired
it is best to start with this option.
Tuning the Chassis of the Desert Truck
Slipper Adjustment: After fully tightening the adjustment
nut (so the coils of the spring just touch) loosen the slipper
adjustment nut 2 1/4 turns. This will be a good starting point for
your slipper settings.
Ride Height: This is the height of the chassis in relation to the
surface. It is an adjustment that affects the way your Desert
Truck jumps, turns and goes through bumps. To check the ride
height, drop one end (front or rear) of the Desert Truck from
about a 5-6 inch height onto a flat surface. Once the Desert
Truck settles into a position, check the height of that end of
the Desert Truck in relationship to the surface. To raise the ride
height, lower the shock collar on the shock evenly on the end
(front or rear) of the Desert Truck that you are working on. To
lower the ride height, raise the shock collar. Both left and right
nuts should be adjusted evenly.
Every driver likes a little different feel so you should try small
ride height adjustments to obtain the feel you like. This should
be one of the last adjustments after everything else has been
dialed in (tuned). Do not use ride height adjustment as a
substitute for a change in spring rate. If your Desert Truck needs
a softer or firmer spring, change the spring. Do not think that
simply moving the shock collars will change the stiffness of the
spring; it will not.
Tuning the Rear End of the Desert Truck
Shock Location: Moving the shocks out on the arm will result
but provide more on-power steering on high traction surfaces.
Pro-squat will also help the Desert Truck from pulling wheelies