Losi LOSB0125 - Manual (Page 16)

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Inboard Camber Location: The Speed-NT has three different
inner locations with vertical adjustment for the front camber
tie rod. In general, the lower or further out the inside position
is, relative to the outside, the more camber gain (total camber
change through the total throw of the suspension) is present.
This is an adjustment that is difficult to make a generic
statement for as it can have slightly different results on various
conditions. The following is a summary of how this adjustment
will usually impact the handling of the Speed-NT. A longer front
camber link will usually make the Speed-NT feel stiffer. This will
help keep the Speed-NT flatter with less roll, but can make the
Speed-NT handle worse in bumpy conditions, it also will make
the Speed-NT easier to drive. A shorter front camber link will
result in more front end roll, which will provide more steering
on tighter turns with the loss of some stability. You will also lose
some high-speed steering but might gain some more steering
response. Too short of a front link may make the Speed-NT feel
“twitchy” or “wandery” meaning that it may be difficult to drive
straight at high speed.
Inboard Camber Vertical Adjustment: Washers are often
used under the inner ball stud mounting location; this is
one of the most important adjustments on the Speed-NT.
You should get a feel for how the number of washers affects
the handling. Adding washers will make the Speed-NT more
stable and keep the front end flatter. This works well on higher
traction surfaces. Removing washers will make the steering
more aggressive, which works well on lower traction surfaces.
This can be good in some conditions, but can also make the
Speed-NT difficult to drive in others. The best all-around
adjustment is with three washers as the vehicle comes built.
The washers that are used are included in an assortment
package of washers (LOSA6350).
Outboard Camber Location: In addition to the inboard
camber location, the Speed-NT also provides outboard three
mounting options. The middle location is the most used as it
provides the best and most consistent handling on different
surfaces. The outer location also helps the Speed-NT stay
tighter in turns with a more precise steering feel. Moving the
link to the inner hole will make the steering react slightly slower
and steer smoother. The advantage to the inner hole is that
it can increase on power steering and help the Speed-NT get
through bumps better.
Toe-In/Out: This is the parallel relationship of the front tires to
one another. Toe-in/out adjustments are made by changing the
overall length of the steering tie rods. Toe-in (the front of the
tires point inward, to a point in front of the front axle) will make
the Speed-NT react a little slower, but have more steering from
the middle of the turn, out. The opposite is true with toe-out
(the front of the tires point outward, coming to a point behind
the front axle), the Speed-NT will turn into the corner better but
with a decrease in steering from the middle of the turn, out.
Toe-in will help the Speed-NT to “track” better on long straight
high-speed runs, where toe-out has a tendency to make the
Speed-NT wander. We recommend to run between 0-degree of
toe-in/out to 1 degree of toe-in.
Bump-In/Out: Bump-out (front of the front tires toe-outward
under suspension compression) will result in more off-power
steering and less consistent handling if you have too much
bump-out. This effect is obtained by adding washers under
the steering spindle ball stud. Bump-in (front of the front tires
toe-inward under suspension compression) will result in less
off-power steering and running. Too much bump-in can make
the steering feel very inconsistent. This effect is obtained by
installing a ball stud washer on the bottom of the spindle.
Testing has shown that running a little bit of bump-in (kit
setup) in the Speed-NT offers the best overall setup.
Caster: This is the angle of the kingpin from vertical when
viewed from the side of the Speed-NT. The Speed-NT comes
equipped with 30-degree spindle carriers and a 30-degree
kick-up angle. Total caster is determined by adding the amount
of kick-up (Speed-NT has 30 degrees) and the kingpin angle of
the front spindle carriers. Increasing total caster will provide
more steering entering a turn but less on exit. Decreasing total
caster will cause the steering to react faster and increase on-
power steering.