649LikesTeam Associated B6 & B6D thread
06-07-2017, 10:46 AM - Wikipost
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Welcome to the B6 Wiki!
Quick links to all the sections on the first page! Frequently asked questions - the most common questions you may have answered here! Aftermarket Parts - parts for the B6 and B6D Tech Tutorials- tuning guides, ball diff and shock building videos and tutorials How to's and build-specific posts Team Associated Laydown transmission conversion for B6D: Laydown conversion Instruction Manuals: B6: B6 Manual and setup sheets B6D: B6D Manual and setup sheets How to Sand and Seal carbon fiber: Sanding and sealing carbon fiber Sanding and sealing carbon fiber 2 Sanding and sealing carbon fiber 3 Sanding and sealing carbon fiber 4 Charts for Quick reference:         1) put inner bearing in hub 2) slide large shim over axle all the way up to the back of the axle 3) slide axle/bone into hub carrier 4) slide small shim onto axle through hub carrier 5) push outter bearing into hub carrier using that i'm able to put my normal male silverback gorilla wheel nut tightening job and there's no binding. in the pictures that come with the shims (the pic socket posted) it seems like they want you to slide both shims onto the axle before sliding the axle into the hub carrier and like i said, that doesn't work.  I've traditionally done the diff screw head on the left side (driver's side), but have since switched to the Right side (passenger side) regardless of transmission type (3 gear RM vs 3 gear MM and 4 gear MM). Kdub (Kurt Wenger, former AE designer) had this to say on the matter: I think I count as an authority on the matter. I always run my diff screw on the right side (when sitting "inside" the car). I take off the tire and pull the outer hinge pin to get to the adjustment screw.
The right rear is the way the AE manuals state (or used to state). It really shouldn't matter since you go around turns both left and right. 
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05-03-2016, 07:23 AM
#227
Tech Adept
iTrader: (2)
Of course AE said the turnbuckles and ball cups are a new design so I'm not even sure if the B5M Ti ones will work. But they probably will.
05-03-2016, 08:17 AM
#228
Yes.
Looks like the waterfall can easily go aftermarket with some cool OEM styling to add a fan and actually get better cooling then b5.
What the take on the cf steering bolt ons. I like that there are no inserts but then a cf bolt on feels clunky and possibly weak for Akermann. I like the B5m design and ball stud. Maybe use same design with ball stud sitting horizontal then add washers in and out like the knuckle just turned 90 degrees? Or just mold it like B5m?
Looks like the waterfall can easily go aftermarket with some cool OEM styling to add a fan and actually get better cooling then b5.
What the take on the cf steering bolt ons. I like that there are no inserts but then a cf bolt on feels clunky and possibly weak for Akermann. I like the B5m design and ball stud. Maybe use same design with ball stud sitting horizontal then add washers in and out like the knuckle just turned 90 degrees? Or just mold it like B5m?
05-03-2016, 09:16 AM
#230
Carbon fiber towers are sick. I've never broke a plastic tower racing on turf though.. But I race 17.5 stock so maybe stock doesn't break as much because they are drastically slower. Only part to ever break on b5m was front a-arm, and the front chassis plate started to fracture at the bulkhead screw holes.
I'm hoping for an equally durable kit with less steering slop.
I'm hoping for an equally durable kit with less steering slop.
05-03-2016, 09:18 AM
#231
I'll be swapping over my fox shock bodies to this kit just for bling.
Why did they put nitride coated shock shafts in this kit rather than chrome when chrome is smoother it just doesn't last as long? Has anyone ever wore out a chrome shaft though??? I have yet to.
Why did they put nitride coated shock shafts in this kit rather than chrome when chrome is smoother it just doesn't last as long? Has anyone ever wore out a chrome shaft though??? I have yet to.
05-03-2016, 09:24 AM
#232
At a glance the B5m and B6 may look the same but they are different in many ways. The front spindles don't work on the B5M Bc the geometry is changed to match the new steering setup. The rear shock bodies are also 27.5 now instead of 31. And the bodies from the B5M series do not work with the B6 or B6D without cutting and bending. I'd imagine the manual and parts listing will be available in the next week or 2.
05-03-2016, 09:31 AM
#234
unsure. I know the v2 gold shafts cost more than the chrome. And if the car comes with steel turnbuckles that are fairly durable, I am fine with it. I would prefer Ti, but in all honesty, I only run Lunsford Ti on my cars anyway. So i always toss the AE ones.
05-03-2016, 11:40 AM
#236
. This was done to lower CG 3.5mm.
05-03-2016, 12:43 PM
#240