Reely 1:10 Electric monster truck model car Audi RS6 4WD P-190 RtR 2.4 GHz QCO1014W000F17SR02 Fiche De Données
Codes de produits
QCO1014W000F17SR02
48
c) Setting the Camber
The camber is the inclination of the wheel level as viewed from the front (vertical).
Negative inclination
Positive inclination
(Top wheel edge points inwards)
(Top wheel edge points outwards)
A negative inclination on the front wheels increases the lateral cornering powers of the wheel when driving through bends, the steering reacts more directly and
steering forces are reduced. At the same time the wheel is pushed onto the axle leg in the direction of the axle. This stops axial bearing clearance, the driving
behaviour is calmer.
A negative inclination on the rear wheels reduces the tendency of the rear of the vehicle to swerve in bends. By setting a negative inclination, the wear on the
inside of the tyres increases. However, this effect can be compensated by setting a toe-in.
Shifting the camber in positive direction up to a positive camber, however, reduces the side tracking power of the wheels!
steering forces are reduced. At the same time the wheel is pushed onto the axle leg in the direction of the axle. This stops axial bearing clearance, the driving
behaviour is calmer.
A negative inclination on the rear wheels reduces the tendency of the rear of the vehicle to swerve in bends. By setting a negative inclination, the wear on the
inside of the tyres increases. However, this effect can be compensated by setting a toe-in.
Shifting the camber in positive direction up to a positive camber, however, reduces the side tracking power of the wheels!
Setting of the camber on front and rear wheels
The camber is adjusted by shifting the top transverse links to the two
(front) or five (rear transverse links) attachment spots on the shock ab-
sorber bridges.
The camber is adjusted by shifting the top transverse links to the two
(front) or five (rear transverse links) attachment spots on the shock ab-
sorber bridges.
There are also right/left threaded rods with wrench surfaces (5 mm) for
fine-tuning the camber.
The clamping screws for fine adjustment of the camber are each located
in the top transverse control arms.
• Turn the clamping screw in the upper control arm clockwise: The up-
The camber is adjusted by shifting the top transverse links to the two
(front) or five (rear transverse links) attachment spots on the shock ab-
sorber bridges.
The camber is adjusted by shifting the top transverse links to the two
(front) or five (rear transverse links) attachment spots on the shock ab-
sorber bridges.
There are also right/left threaded rods with wrench surfaces (5 mm) for
fine-tuning the camber.
The clamping screws for fine adjustment of the camber are each located
in the top transverse control arms.
• Turn the clamping screw in the upper control arm clockwise: The up-
per edge of the wheel is pulled inward in ‘negative camber’ direction.
• Twist the clamping screw in the upper transverse link counter-clock-
wise: The upper edge of the wheel is pulled outward in ‘positive cam-
ber’ direction.
ber’ direction.
Ensure a balanced adjustment of the lateral track forces of the front and
rear axis, because differences may lead to oversteering/understeering.
rear axis, because differences may lead to oversteering/understeering.
d) Setting the Alignment
This alignment designates the position of the wheel level to the driving
direction.
During the drive the tyres are pushed apart in the front because of the
rolling friction and this is why they are no longer precisely parallel to the
driving direction. To balance this, the tyres of the stationary vehicle can
be adjusted in a way so that they point slightly towards the inside. This
toe-in improves the lateral cornering of the tyres and thus a more direct
response to the steering.
If a milder response to steering is desired, this can be achieved accord-
ingly by adjusting a toe-out, i.e. the wheels of the stationary vehicle point
outward. An alignment angle of 0° on the front axle ensures the best
driveability on almost any ground.
A trail angle of more than 3° toe-in or toe-out leads to handling problems
and reduces the speed.
For a rough setting of the alignment, you can screw the outer track rods
on the steering plate onto two additional attachment spots. This also
changes the Ackermann angle. Tensioning screws for separate wheel
alignment of the front wheels are located in the right and left steering
linkages between the steering lever and the steering plate.
direction.
During the drive the tyres are pushed apart in the front because of the
rolling friction and this is why they are no longer precisely parallel to the
driving direction. To balance this, the tyres of the stationary vehicle can
be adjusted in a way so that they point slightly towards the inside. This
toe-in improves the lateral cornering of the tyres and thus a more direct
response to the steering.
If a milder response to steering is desired, this can be achieved accord-
ingly by adjusting a toe-out, i.e. the wheels of the stationary vehicle point
outward. An alignment angle of 0° on the front axle ensures the best
driveability on almost any ground.
A trail angle of more than 3° toe-in or toe-out leads to handling problems
and reduces the speed.
For a rough setting of the alignment, you can screw the outer track rods
on the steering plate onto two additional attachment spots. This also
changes the Ackermann angle. Tensioning screws for separate wheel
alignment of the front wheels are located in the right and left steering
linkages between the steering lever and the steering plate.
The toe-in of the front wheel must not exceed 4°!