TLR 22 Racing Buggy Thread
#7501
Looking for some toe block advice:
Switched from the stock 4.0 lrc to the 3.5 lrc and like it was said before, the car seems to rotate more in the middle to end of the turn so it seems a lot looser on a outdoor loose track. Just not sure what to try. Shoud i try the 3.5 hrc to see if its better than 4.o or should i try 4.0 hrc to see. Could go back to stock just wondering if there would be something better. I guess the question is what would i notice with changing from lrc to hrc as i would imagine the amount of toe would have the same effect either in hrc or lrc.
Also what role does antisquat play in rear end rotation? if any? Thought of lowering it from 2.5 to 1 or o for outside.
Other than that i have been running the evans setup. ANy help would be great.
Switched from the stock 4.0 lrc to the 3.5 lrc and like it was said before, the car seems to rotate more in the middle to end of the turn so it seems a lot looser on a outdoor loose track. Just not sure what to try. Shoud i try the 3.5 hrc to see if its better than 4.o or should i try 4.0 hrc to see. Could go back to stock just wondering if there would be something better. I guess the question is what would i notice with changing from lrc to hrc as i would imagine the amount of toe would have the same effect either in hrc or lrc.
Also what role does antisquat play in rear end rotation? if any? Thought of lowering it from 2.5 to 1 or o for outside.
Other than that i have been running the evans setup. ANy help would be great.
#7504
Tech Regular
iTrader: (31)
Looking for some toe block advice:
Switched from the stock 4.0 lrc to the 3.5 lrc and like it was said before, the car seems to rotate more in the middle to end of the turn so it seems a lot looser on a outdoor loose track. Just not sure what to try. Shoud i try the 3.5 hrc to see if its better than 4.o or should i try 4.0 hrc to see. Could go back to stock just wondering if there would be something better. I guess the question is what would i notice with changing from lrc to hrc as i would imagine the amount of toe would have the same effect either in hrc or lrc.
Also what role does antisquat play in rear end rotation? if any? Thought of lowering it from 2.5 to 1 or o for outside.
Other than that i have been running the evans setup. ANy help would be great.
Switched from the stock 4.0 lrc to the 3.5 lrc and like it was said before, the car seems to rotate more in the middle to end of the turn so it seems a lot looser on a outdoor loose track. Just not sure what to try. Shoud i try the 3.5 hrc to see if its better than 4.o or should i try 4.0 hrc to see. Could go back to stock just wondering if there would be something better. I guess the question is what would i notice with changing from lrc to hrc as i would imagine the amount of toe would have the same effect either in hrc or lrc.
Also what role does antisquat play in rear end rotation? if any? Thought of lowering it from 2.5 to 1 or o for outside.
Other than that i have been running the evans setup. ANy help would be great.
#7505
Tech Lord
iTrader: (52)
Looking for some toe block advice:
Switched from the stock 4.0 lrc to the 3.5 lrc and like it was said before, the car seems to rotate more in the middle to end of the turn so it seems a lot looser on a outdoor loose track. Just not sure what to try. Shoud i try the 3.5 hrc to see if its better than 4.o or should i try 4.0 hrc to see. Could go back to stock just wondering if there would be something better. I guess the question is what would i notice with changing from lrc to hrc as i would imagine the amount of toe would have the same effect either in hrc or lrc.
Also what role does antisquat play in rear end rotation? if any? Thought of lowering it from 2.5 to 1 or o for outside.
Other than that i have been running the evans setup. ANy help would be great.
Switched from the stock 4.0 lrc to the 3.5 lrc and like it was said before, the car seems to rotate more in the middle to end of the turn so it seems a lot looser on a outdoor loose track. Just not sure what to try. Shoud i try the 3.5 hrc to see if its better than 4.o or should i try 4.0 hrc to see. Could go back to stock just wondering if there would be something better. I guess the question is what would i notice with changing from lrc to hrc as i would imagine the amount of toe would have the same effect either in hrc or lrc.
Also what role does antisquat play in rear end rotation? if any? Thought of lowering it from 2.5 to 1 or o for outside.
Other than that i have been running the evans setup. ANy help would be great.
Anti-squat, combined with front droop, affect how much traction you develop at the rear of the car ON-throttle. So if the rear end of your car is loose when getting back on the throttle at the end of a corner, drop your antiquat closer to 0, and add a little droop in the front (remove limiters, un-turn shock eyelets). Also, run a larger spur gear to push the motor farther back.
#7506
Tech Addict
iTrader: (23)
I tried the 5-degree LRC with 0 anti-squat, hubs forward, and 1A camber link with zero shims on the outer hub and 3mm under the inner ballstud. I know this is a departure from the Evans setup people are using, but I'm liking it. It feels very locked down. Give it a try maybe.
#7507
Tech Elite
iTrader: (141)
If you are on a very loose track and are searching for rear end stability, the 4.0 LRC (stock) toe block is the one to use. You ask what you would notice going form the lrc to the hrc... your immediate difference would be a slightly looser rear end due to less roll at the rear of the car.
#7508
Tech Prophet
iTrader: (34)
I would guess that on carpet you are trying to get the rear end to rotate as much as you can. The HRC in my experience does not hurt fwd bite just allows the rear end to rotate through the corner more. So with mid motors giving more steering as the goal is getting the rear end to rotate under extreme traction conditions I could see HRC being popular for those types of tracks. Now if you are running mid motor in less then ideal conditions LRC might be better to help lock in the rear end of the car since traction is not ideal and you don't have the weight back there to help.
#7509
You want a higher roll center with a mid motor car than a rear motor. You will not end up with the same setups with each motor orientation. In fact not much at all would be the same between them if done properly.
#7511
If you are on a very loose track and are searching for rear end stability, the 4.0 LRC (stock) toe block is the one to use. You ask what you would notice going form the lrc to the hrc... your immediate difference would be a slightly looser rear end due to less roll at the rear of the car.
Anti-squat, combined with front droop, affect how much traction you develop at the rear of the car ON-throttle. So if the rear end of your car is loose when getting back on the throttle at the end of a corner, drop your antiquat closer to 0, and add a little droop in the front (remove limiters, un-turn shock eyelets). Also, run a larger spur gear to push the motor farther back.
Anti-squat, combined with front droop, affect how much traction you develop at the rear of the car ON-throttle. So if the rear end of your car is loose when getting back on the throttle at the end of a corner, drop your antiquat closer to 0, and add a little droop in the front (remove limiters, un-turn shock eyelets). Also, run a larger spur gear to push the motor farther back.
The BIGGEST thing I want to point out inthe above statement and what you are asking is the capitals he used ON THROTTLE. These will not have as much of an effect off throttle, off throttle you are better moving hubs, changing links, shock package changes...FYI
#7513
Tech Initiate
More droop. I'm interested in getting more droop in the front. Has anyone removed the limiters in the front shocks? I believe I've read on here that it's not recommended.
I've also read about unscrewing the front shock bottoms two turns.
advice?
I've also read about unscrewing the front shock bottoms two turns.
advice?
#7514
Tech Master
iTrader: (4)
I would guess that on carpet you are trying to get the rear end to rotate as much as you can. The HRC in my experience does not hurt fwd bite just allows the rear end to rotate through the corner more. So with mid motors giving more steering as the goal is getting the rear end to rotate under extreme traction conditions I could see HRC being popular for those types of tracks. Now if you are running mid motor in less then ideal conditions LRC might be better to help lock in the rear end of the car since traction is not ideal and you don't have the weight back there to help.
Opposite of many things mentioned here already for gaining traction when exiting a corner. Last night I tested with 0 degree castor blocks with the 25 degree kickup shim and although it did feel like it had more steering exiting the corner I lost ALOT of steering entering the corner. I was down to an orange spring, 22.5 wt oil and 56x4 pistons. I prefer the 5 degree blocks for now. I actually may even go back to 10 degree blocks with 20 degree kickup as I haven't tried that since the first night with the car.