55LikesRC10B4/T4 Forum
05-07-2009, 06:22 PM
#7593
An important question! It depends on what surface you are running, track layout, motor power, tyre choice etc etc.
The B4 typically runs between about 32%/68% (battery all the way back, lead in the back, super short wheelbase) and about 34%/66% (battery all the way front, no lead, long wheelbase). 2% doesnt sound like much of a change, but each wheelbase position only makes a change of 0.1% and you can feel it!
Typically, more weight to the rear will give:
- more on power forward traction
- less on power steering
- more rotation off power
- more wheelstands
this is most suitable on slippery tracks with a tight layout requiring a 'point and shoot' style
More weight to the front:
- more on power steering
- less rotation off power mid corner
- less forward traction
- less wheelstands
this is most suitable on high grip tracks with a flowing layout (where you need to blend your throttle and steering).
I find that this is the single most important chassis setup on the B4 (behind tyres of course).
I think the X6 runs closer to 38/62, which is waaay different to the B4 and hence why it handles so differently.
Ray
The B4 typically runs between about 32%/68% (battery all the way back, lead in the back, super short wheelbase) and about 34%/66% (battery all the way front, no lead, long wheelbase). 2% doesnt sound like much of a change, but each wheelbase position only makes a change of 0.1% and you can feel it!
Typically, more weight to the rear will give:
- more on power forward traction
- less on power steering
- more rotation off power
- more wheelstands
this is most suitable on slippery tracks with a tight layout requiring a 'point and shoot' style
More weight to the front:
- more on power steering
- less rotation off power mid corner
- less forward traction
- less wheelstands
this is most suitable on high grip tracks with a flowing layout (where you need to blend your throttle and steering).
I find that this is the single most important chassis setup on the B4 (behind tyres of course).
I think the X6 runs closer to 38/62, which is waaay different to the B4 and hence why it handles so differently.
Ray
Last edited by ray_munday; 05-08-2009 at 05:55 AM. Reason: bad maths
05-07-2009, 07:07 PM
#7596
An important question! It depends on what surface you are running, track layout, motor power, tyre choice etc etc.
The B4 typically runs between about 32%/68% (battery all the way back, lead in the back, super short wheelbase) and about 34%/64% (battery all the way front, no lead, long wheelbase). 2% doesnt sound like much of a change, but each wheelbase position only makes a change of 0.1% and you can feel it!
Typically, more weight to the rear will give:
- more on power forward traction
- less on power steering
- more rotation off power
- more wheelstands
this is most suitable on slippery tracks with a tight layout requiring a 'point and shoot' style
More weight to the front:
- more on power steering
- less rotation off power mid corner
- less forward traction
- less wheelstands
this is most suitable on high grip tracks with a flowing layout (where you need to blend your throttle and steering).
I find that this is the single most important chassis setup on the B4 (behind tyres of course).
I think the X6 runs closer to 38/62, which is waaay different to the B4 and hence why it handles so differently.
Ray
The B4 typically runs between about 32%/68% (battery all the way back, lead in the back, super short wheelbase) and about 34%/64% (battery all the way front, no lead, long wheelbase). 2% doesnt sound like much of a change, but each wheelbase position only makes a change of 0.1% and you can feel it!
Typically, more weight to the rear will give:
- more on power forward traction
- less on power steering
- more rotation off power
- more wheelstands
this is most suitable on slippery tracks with a tight layout requiring a 'point and shoot' style
More weight to the front:
- more on power steering
- less rotation off power mid corner
- less forward traction
- less wheelstands
this is most suitable on high grip tracks with a flowing layout (where you need to blend your throttle and steering).
I find that this is the single most important chassis setup on the B4 (behind tyres of course).
I think the X6 runs closer to 38/62, which is waaay different to the B4 and hence why it handles so differently.
Ray
DK
05-07-2009, 07:41 PM
#7597
Does the latest #9035 FT RC10B4 kit come with the carbon or composite chassis?
EDIT ----> Answer = plastic chassis
EDIT ----> Answer = plastic chassis
Last edited by ShaunMac; 05-07-2009 at 07:57 PM. Reason: Found answer
05-08-2009, 05:40 AM
#7600
Tech Apprentice
Typically, more weight to the rear will give:
- more on power forward traction
- less on power steering
- more rotation off power
- more wheelstands
this is most suitable on slippery tracks with a tight layout requiring a 'point and shoot' style
- more on power forward traction
- less on power steering
- more rotation off power
- more wheelstands
this is most suitable on slippery tracks with a tight layout requiring a 'point and shoot' style
And what is the ideal weight?
Some say you should try more toe in at the rear for low traction, what diffrence will it make?
05-08-2009, 06:03 AM
#7601
Basic tyre theory says that less weight gives you the best traction, but a heavy sprung mass (the chassis) gives the best performance through bumps. The change from nimh (heavy) to lipo has meant that everyone has had to re-work their setups to get a good balance of handling and bump traction.
If your track is relatively smooth, run at minimum weight with Lipos if possible. The car feels much more responsive and grips better (tyre wear is better too). You will need to run a softer setup (see the latest Thielke setups on rc0.com - these are a good starting point).
Increased toe-in will make the car accelerate straighter, and the rear slide a little less in corners, but it can 'snap' a little more at the limit (basically, you are taking the tyre to the limit a little quicker). Usually, tyres need a little more slip angle with less weight, hence why the lightweight lipo setups have been using them. I have found if the track is a slippery, point and shoot track it helps; if the track is grippy and flowing, stick with the standard 3 deg.
ray
05-08-2009, 08:15 AM
#7602
No problems. If only it was this clear in the manual life would be easy!
Basic tyre theory says that less weight gives you the best traction, but a heavy sprung mass (the chassis) gives the best performance through bumps. The change from nimh (heavy) to lipo has meant that everyone has had to re-work their setups to get a good balance of handling and bump traction.
If your track is relatively smooth, run at minimum weight with Lipos if possible. The car feels much more responsive and grips better (tyre wear is better too). You will need to run a softer setup (see the latest Thielke setups on rc0.com - these are a good starting point).
Increased toe-in will make the car accelerate straighter, and the rear slide a little less in corners, but it can 'snap' a little more at the limit (basically, you are taking the tyre to the limit a little quicker). Usually, tyres need a little more slip angle with less weight, hence why the lightweight lipo setups have been using them. I have found if the track is a slippery, point and shoot track it helps; if the track is grippy and flowing, stick with the standard 3 deg.
ray
Basic tyre theory says that less weight gives you the best traction, but a heavy sprung mass (the chassis) gives the best performance through bumps. The change from nimh (heavy) to lipo has meant that everyone has had to re-work their setups to get a good balance of handling and bump traction.
If your track is relatively smooth, run at minimum weight with Lipos if possible. The car feels much more responsive and grips better (tyre wear is better too). You will need to run a softer setup (see the latest Thielke setups on rc0.com - these are a good starting point).
Increased toe-in will make the car accelerate straighter, and the rear slide a little less in corners, but it can 'snap' a little more at the limit (basically, you are taking the tyre to the limit a little quicker). Usually, tyres need a little more slip angle with less weight, hence why the lightweight lipo setups have been using them. I have found if the track is a slippery, point and shoot track it helps; if the track is grippy and flowing, stick with the standard 3 deg.
ray
05-08-2009, 11:15 AM
#7604
Tech Addict
iTrader: (2)
Speaking of the lightweight setup, am I right in thinking that when 2 coils are cut from the black rear springs that puts the spring between a green and a black? In theory, the shorter spring should be a little stiffer right? Also, where is the spring supposed to be cut? Is the bottom coil that is in contact with the spring cup counted as one coil or left out of the equation? Thanks in advance!!!
05-08-2009, 04:07 PM
#7605
Alternatively, if you want the back a little stiffer than black, but softer than green, run the standard inside hole on the tower(not the 4th hole).
Ray