Adjusting The Wheel Tracking - df models Drive & Fly HotRace XXL Notice D'utilisation

Angle of attack
The spring elements can be readjusted to different articulation points at the top, on
the shock absorber bridge. 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 characte-
ristic of the absorption is influenced.
> With an acute angle of attack, the chassis has to deflect deeper before the ab-
sorption 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.

. Adjusting the wheel tracking

Steering
The track arms located on the steering knuckles are fastened on one track rod (a)
each by means of ball heads. These track rods are in turn connected to the steering
plate (b) by means of ball heads. When the steering plate is moved to the right and
left, the wheels also turn to the right and left.
On the steering plate a lever (c) engages, which is connected elastically on an axis
between the chassis and top deck via a spring to a second lever (d) positioned at a
right angle to it. The second lever is deflected by the servo arm (f) via the steering
linkage (e). The elastic connection between the two levers protects the servo from
impacts against the wheels during travel (servo saver) as a result of the action of
force on the wheels being absorbed and not being directly conducted into the servo
via the steering linkage.
Wheel tracking
Wheel tracking refers to the alignment of the wheels with regard to the longitudinal axis of the vehicle
(direction of travel).
If the wheels of one axle are not parallel to the longitudinal axis when at a standstill, but rather point
inward at the front, this is called toe-in.
Correspondingly, toe-out refers to wheels pointing outward at the front.
When travelling straight ahead, rolling resistance presses the wheels away from one another.
For compensation, the wheels can be adjusted with toe-in when standing still.
This positioning of the wheels can be brought about by changing the length of the track rods.
This changing of length (wheel tracking adjustment) is done using tensioning screws in the right and left track rods.
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c
d
e
b
a
f
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