Xray T2 Product guide
1/10 LUXURY TOURING CAR
XRAY MODEL RACING CARS
P.O.BOX 103
911 50 TRENČÍN
SLOVAKIA, EUROPE
PHONE: ++421 905 402724
support@teamxray.com
www.teamxray.com
581703 9200458
SET-UP BOOKSET-UP BOOKSET-UP BOOK
CONTENTS
3
6
8
10
12
13
14
16
17
17
18
20
24
28
29
30
33
34
35
36
37
40
41
42
43
43
SETUP THEORY
SETTING UP THE XRAY T2
TERMINOLOGY
SET-UP ORdER
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SETTING UP THE XRAY T2
WEIGHT BaLaNcE
WEIGHT TRaNSFER
cENTER-OF-GRavITY
WEIGHT TRANSFER
dOWNSTOPS - THEORY
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DOWNSTOPS
· Shocks: Detach the shocks.
· Anti-roll bars: Detach the anti-roll bars.
· Wheels: Remove the wheels.
· Droop Gauge Support Blocks
· Droop Gauge
dOWNSTOPS - EFFEcTS OF adJUSTMENT
dOWNSTOPS - MEaSURING
FRONT RIdE HEIGHT REaR RIdE HEIGHT
dOWNSTOPS - adJUSTING
DOWNSTOPS
RIdE HEIGHT - THEORY
RIdE HEIGHT - EFFEcTS OF adJUSTMENT
RIdE HEIGHT - MEaSURING
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RIDE HEIGHT
RIdE HEIGHT - adJUSTING
RIDE HEIGHT
dROOP - THEORY
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DROOP
dROOP aNd RIdE HEIGHT
dROOP - MEaSURING
DROOP
dROOP - adJUSTING
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TRacK-WIdTH - THEORY
EFFEcTS OF TRacK-WIdTH adJUSTMENT
TRacK WIdTH - MEaSURING
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TRACK-WIDTH
TRacK WIdTH - adJUSTING
FRONT TRacK-WIdTH REaR TRacK-WIdTH
STEERING THROW SYMMETRY - THEORY
STEERING THROW SYMMETRY - MEaSURING & adJUSTING
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STEERING THROW SYMMETRY
caMBER - THEORY
caMBER - MEaSURING
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CAMBER
caMBER - adJUSTING
caMBER RISE
CAMBER
caSTER - THEORY
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CASTER
EFFEcTS OF caSTER adJUSTMENT
caSTER - adJUSTING
17
1. Make sure the car is fully set up, has been de-tweaked, and is “race ready”. Remove the tires and body.
2. Put the car on the set-up station.
3. Press down and quickly release the front shock tower to get the suspension to settle.
4. Use the set-up stands and the toe-gauge to measure the front toe angle at rest.
5. Press down on the front shock tower until the front of the chassis is approximately 1-2mm above the board. Hold the chassis in place.
6. Use the set-up stands and toe-gauge to measure the front toe angle under compression, and see if the front toe angle has changed.
7. If the front toe angle changes when the front suspension is compressed, do the following:
• Add or remove shims underneath the outer steering rod end (in 1mm increments) in 1mm increments
• Repeat steps 5-6 until the front toe is the same with the suspension at rest or compressed.
A barely noticeable change is acceptable, but you may need to use 0.5mm shims to completely eliminate the angle change.
BUMP STEER
Bump steer is an undesirable handling effect that occurs when a car’s front toe
angle changes as its suspension compresses or rebounds, from the position that
was pre-set using a setup station.
To reduce or eliminate bump steer, the angle of the steering rods must be changed.
This is easily accomplished by using shims between the outer steering rod ends
and the steering blocks.
Bump steer is a suspension tuning option commonly used in off-road RC racing
to change steering characteristics over rough and loose terrain. However, we
strongly recommend eliminating bump steer in touring car suspensions.
Slip angles work differently on each wheel when the car is slowing down & pitching forward, than when the throttle is applied & the tires are pulling
the car forward. The goal in tuning ackerman is to get the car to keep a consistent steering arc after going from off-power to on-power, while not
allowing the front inside wheel to be turned too much and drag through the corners instead of rolling through them. If the car steers well off-power
but pushes on-power, then use more Ackermann effect and decrease your transmitter EPA/dual rate. If the car steers well on-power and pushes
off-power, or if you can hear the front inside wheel chattering at mid-corner, then use less Ackermann effect and increase your transmitter EPA/dual
rate.
The angle of the steering rods can be changed by moving the steering rods inner mount position on the servo saver, or outer mount position on the
steering blocks.
NOTE: It is recommended to use more Ackermann effect in low-to-medium grip conditions and less Ackermann effect in medium-to-high grip
conditions.
ACKERMANN
Ackermann controls the difference in steering arcs between the front inside and
outside wheels. The inside wheel always has a tighter arc in any corner. The
amount of grip provided by the tires, in relation to the steering arc and speed
of the car, create an amount of measurement called a “slip angle” for each
wheel. For some tires you need a greater difference in slip angles between the
inner and outer wheel and for some you need less. The size and geometry of the
servo saver on XRAY cars forces the inside wheel to increase its turning angle at
a greater rate than the outside wheel, as the servo turns either way from center.
The rate of the increase, called Ackerman effect, can be changed by the angle of
the steering rods connecting the servo saver to the steering blocks. The straighter
the rods are in relation to each other, the more Ackerman effect will be applied
to the inside wheel.
BUMP STEER, ACKERMANN
Outer
Ackermann
Position
Inner Ackermann Position
1. Inner Ackermann Position (servo saver) – Changing the forward/rearward position of the servo saver has the greatest Ackermann effect
Position #1 (forward) – less Ackermann effect (steering rods more angled)
Position #2 (rearward) – the greatest Ackermann effect (steering rods straighter)
2. Outer Ackermann Position (steering blocks) – Changing positions on the steering blocks is used to fine tune the Ackermann effect
Position #1 (forward) – more Ackermann effect (steering rods straighter)
Position #2 (rearward) – less Ackermann effect (steering rods more angled)
TOE - THEORY
TOE - MEaSURING
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TOE
TOE - adJUSTING
TOE
TWEaK - THEORY
TWEaK - MEaSURING
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TWEAK
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