df models DRIVE&FLY Brushless Speedfighter-X 4WD RC Buggy 1/8 Notice D'utilisation page 28

Structure of the shock absorbers
The spring elements for the suspension each consist of one linear flat coil spring, in
the centre of which there is an oil-pressure shock absorber. The flat coil springs bear
upwards against a knurled nut on the outer tube of the shock absorber and a plate
on the lower end of the piston rod. The four shock absorbers are fastened on the
bottom wishbones and on the shock absorber bridge on the differential housings.
Checking the shock absorbers:
> Put the model on a level surface and press it all the way down.
When released, the model should not rebound all the way, and due to its own
weight. The remaining suspension travel provides for suspension travel reserve
on uneven ground and for better ground contact of the individual wheels.
> Lift the model by one axle and drop it.
The model should not deflect the spring all the way and should only rebound
once, without bouncing afterwards.
> Check the shock absorbers of the other axle in the same manner.
Spring preload
The knurled nuts can be used to fine set the spring preload according to the ground
surface and the manner of driving. The ground clearance of the model and the
rebound speed of the shock absorber are changed along with spring preload after
the spring deflection. The spring preload has no influence on the spring stiffness.
Turning the knurled nut downward increases the spring preload, and turning it
upward relieves the spring.
> Less spring preloading allows the chassis to sink lower under its own weight, and
the ground clearance decreases.
> Greater preloading raises the chassis.
> The less even the ground, the higher the ground clearance should be selected on
both axles so as to prevent the chassis from making contact.
> High ground clearance on both axles makes the model tilt to the side to a great
degree, bringing about sharper weight-transfer reactions.
> Low ground clearance on the front axle produces more agile turning of the ve-
hicle.
Angle of attack
The spring elements can be readjusted to different articulation points either at the top, on the shock absorber bridge, or on
the lower wishbone. This is another way in which the model can also be put in a higher/lower position.
Readjusting the shock absorbers like this, however, also changes the angle at which the force is introduced into the shock
absorbers. As a result, the response characteristic of the absorption is influenced.
> With an acute angle of attack, the chassis has to deflect deeper before the absorption responds. That means the suspension
first responds with less resistance, becoming increasingly more resistant. The term used is greater "progressivity".
If by way of illustration you assume the most extreme case, when the shock absorber is perpendicular to the direction of
flexion (= most acute angle of attack, 0°) by the wheel, no force will be conducted, and the shock absorber will remain
without effect.
> With a steeper angle of attack, the progressivity is correspondingly lower, i.e. the relative perpendicular movement of the
chassis is introduced more directly into the suspension, and the absorption effect takes effect earlier.
In the most extreme case, when the shock absorber is parallel to the direction of flexion (= most acute angle of attack, 90°)
of the wheel, the force is introduced directly, and the shock absorber immediately displays its full effect.
The spring preloading and fastening points for the shock absorbers of one axle have to be adjusted identically-
on the right and left.
Tuning
For advanced drivers, there are further setup measures available for shock absorption.
Thus, in addition to the measures described above, you have the possibility of changing the absorption by exchanging the
shock-absorber springs with more resistant/less resistant springs with progressive coiling. You can also use a shock-absorber oil
with lower/greater viscosity or piston plates with a different size/number of holes.
-  -
3211/V1/0110