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Old 10-08-2009, 05:45 PM   #841
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Default Wire Sway Bar

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Originally Posted by mrgsr View Post
Our local hobby store www.nbhc.com.au has the front wire swaybar. Looks pretty good but i havent used it yet. looks more suitable for lower traction tracks but also looks much easier to adjust tweak
Do you have the part number of the wire bar.
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Old 10-08-2009, 06:05 PM   #842
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Do you have the part number of the wire bar.
no sorry but send a pm to old 69
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Old 10-08-2009, 06:51 PM   #843
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Originally Posted by mrgsr View Post
Hi guys we should have some new parts available soon for the G4 RS 09:

- new bigger fuel tank
- some new carbon fibre bits
- front lower adjustable arms
Sounds good
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Old 10-08-2009, 11:57 PM   #844
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Do you have the part number of the wire bar.
K14213 i have 2pcs left. We (www.nbhc.com.au) are from Australia but have no issues supplying overseas.

They look and feel awesome on the car. Full stiff on this bar is 3/4 on the blade style, so if you run full stiff this is not the bar for you.

Regards
Ari
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Old 10-09-2009, 10:41 AM   #845
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Default Old 69's magic on track

Latter part of video from stand.
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Old 10-13-2009, 09:25 AM   #846
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Default G4 RS 2009 - Ackerman

Can Anyone explain to me how the ackerman positions (A to D) work in the RS?

[]΄s

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Old 10-13-2009, 09:40 AM   #847
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I'm thinking about getting the light weight clutch bell, is there an advantage to this part? or should the light weight 2 speed housing will do
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Old 10-13-2009, 10:12 AM   #848
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Quote:
Originally Posted by mrgsr View Post
Hi guys we should have some new parts available soon for the G4 RS 09:

- new bigger fuel tank
- some new carbon fibre bits
- front lower adjustable arms

- new bigger fuel tank ==> more than 75cc??
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Old 10-13-2009, 10:47 AM   #849
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guys,

can someone help me out by posting a setup that has a lot of steering on a mid bite track? I still don't have the understeering problem under control .
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Old 10-13-2009, 11:44 AM   #850
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Originally Posted by takeda View Post
Can Anyone explain to me how the ackerman positions (A to D) work in the RS?

[]΄s

R.Takeda
The size and geometry of the servo saver forces the inside wheel to increase its turning angle at a greater rate than the outside wheel, as the servo turns either way from center.

The rate of the increase, called Ackerman effect, can be changed by the angle of the steering rods connecting the servo saver to the steering blocks. The straighter the rods are in relation to each other, the more Ackerman effect will be applied to the inside wheel.

The goal in tuning ackerman is to get the car to keep a consistent steering arc after going from off-power to on-power, while not allowing the front inside wheel to be turned too much and drag through the corners instead of rolling through them.

If the car steers well off-power but pushes on-power, then use more Ackermann effect and decrease your transmitter EPA/dual rate.

If the car steers well on-power and pushes off-power, then use less Ackermann effect and increase your transmitter EPA/dual rate.

The angle of the steering rods can be changed by moving the steering rods inner mount position on the servo saver, or outer mount position on the steering blocks.

1. Inner Ackermann Position (servo saver) – Changing the forward/rearward position of the servo saver has the greatest Ackermann effect
Position more forward – less Ackermann effect (steering rods more angled)
Position more rearward – the greatest Ackermann effect (steering rods straighter)

2. Outer Ackermann Position (steering blocks) – Changing positions on the steering blocks is used to fine tune the Ackermann effect
Position more forward – more Ackermann effect (steering rods straighter)
Position more rearward – less Ackermann effect (steering rods more angled)

NOTE: It is recommended to use more Ackermann effect in low-to-medium grip conditions and less Ackermann effect in medium-to-high grip conditions.

Hope this helps

AFM
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Old 10-13-2009, 02:58 PM   #851
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Originally Posted by afm View Post
The size and geometry of the servo saver forces the inside wheel to increase its turning angle at a greater rate than the outside wheel, as the servo turns either way from center.

The rate of the increase, called Ackerman effect, can be changed by the angle of the steering rods connecting the servo saver to the steering blocks. The straighter the rods are in relation to each other, the more Ackerman effect will be applied to the inside wheel.

The goal in tuning ackerman is to get the car to keep a consistent steering arc after going from off-power to on-power, while not allowing the front inside wheel to be turned too much and drag through the corners instead of rolling through them.

If the car steers well off-power but pushes on-power, then use more Ackermann effect and decrease your transmitter EPA/dual rate.

If the car steers well on-power and pushes off-power, then use less Ackermann effect and increase your transmitter EPA/dual rate.

The angle of the steering rods can be changed by moving the steering rods inner mount position on the servo saver, or outer mount position on the steering blocks.

1. Inner Ackermann Position (servo saver) – Changing the forward/rearward position of the servo saver has the greatest Ackermann effect
Position more forward – less Ackermann effect (steering rods more angled)
Position more rearward – the greatest Ackermann effect (steering rods straighter)

2. Outer Ackermann Position (steering blocks) – Changing positions on the steering blocks is used to fine tune the Ackermann effect
Position more forward – more Ackermann effect (steering rods straighter)
Position more rearward – less Ackermann effect (steering rods more angled)

NOTE: It is recommended to use more Ackermann effect in low-to-medium grip conditions and less Ackermann effect in medium-to-high grip conditions.

Hope this helps

AFM
Would you mind if I use this information in the "How to Guide" in our club (SCRCCC) newsletter?

Kindest regards,
Lars.
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Old 10-13-2009, 03:34 PM   #852
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Originally Posted by Chickentrader View Post
Would you mind if I use this information in the "How to Guide" in our club (SCRCCC) newsletter?

Kindest regards,
Lars.
Sure, no problem

AFM
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Old 10-14-2009, 05:20 AM   #853
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has anyone played around with the diff heights yet?
you have the difs in 2 positions, high or low. tthis can be changed by rotating the orange eccentrics areound.
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Old 10-14-2009, 05:44 AM   #854
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Default A B C D

[QUOTE=afm;6468070]The size and geometry of the servo saver forces the inside wheel to increase its turning angle at a greater rate than the outside wheel, as the servo turns either way from center.

The rate of the increase, called Ackerman effect, can be changed by the angle of the steering rods connecting the servo saver to the steering blocks. The straighter the rods are in relation to each other, the more Ackerman effect will be applied to the inside wheel.

The goal in tuning ackerman is to get the car to keep a consistent steering arc after going from off-power to on-power, while not allowing the front inside wheel to be turned too much and drag through the corners instead of rolling through them.

If the car steers well off-power but pushes on-power, then use more Ackermann effect and decrease your transmitter EPA/dual rate.

If the car steers well on-power and pushes off-power, then use less Ackermann effect and increase your transmitter EPA/dual rate.

The angle of the steering rods can be changed by moving the steering rods inner mount position on the servo saver, or outer mount position on the steering blocks.

1. Inner Ackermann Position (servo saver) – Changing the forward/rearward position of the servo saver has the greatest Ackermann effect
Position more forward – less Ackermann effect (steering rods more angled)
Position more rearward – the greatest Ackermann effect (steering rods straighter)

2. Outer Ackermann Position (steering blocks) – Changing positions on the steering blocks is used to fine tune the Ackermann effect
Position more forward – more Ackermann effect (steering rods straighter)
Position more rearward – less Ackermann effect (steering rods more angled)

NOTE: It is recommended to use more Ackermann effect in low-to-medium grip conditions and less Ackermann effect in medium-to-high grip conditions.

Hope this helps

AFM[/QUOTE
So in otherwords
A-less
B-mid
c-mid
d-more (is this correct in a sense)
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Old 10-14-2009, 07:24 AM   #855
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Default A + B + C + D == Awesome work guys:)

None of it matters if there's not enough front droop to keep the tyre down... But rather than disrepect a great post... I should make the remark...

HOW GOOD IS THIS THREAD!!!

Thanks guys, awesome info

A few more ideas to throw around:

1) We ran in the wet... yes I mean rain.. on foams.. one big drift race... should I have cut the rear belt?

******************
2) Also am very much relating tyre shore and suspension, stiff suspension, hard shore, softer suspension, softer shore.

Ive been practicing the theory that shore == tyre pressure and with reasonable tyre diameters, 59/61 etc (not low trued <57mm) . The car has more roll with softer suspension, this in turn will run on the edges with hard shore tyres and likely to chunk. With softer shore, the tyre is more maleable and manages the roll of the car onto the softer tyres.

Ideally a fast car is stiff and low, though this isnt always possible, but on a high grip smooth track I was running orange and blues (rear) on 42 shore at 62/60mm.. (Quite large hey!) The car handled really well (better than ever) and Ill be experimenting some more on this principle ..

If the track grip comes up I will be tempted to use the GREY/ORANGE TM on 42's just to find out, so Im going to do it when grip comes up at our local just to find out. (Will just need to avoid the aging bumps)

Ideas? Opinions? am I wrong? are there other factors at play?
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