To Next Page

To Previous Page

FOAM TIRE TIPS

GENERAL

• Make sure you rotate the front and rear pair from side-to-side after one or at the most two runs on the track. This will allow them to wear evenly throughout

their life as most tracks cause one side to wear more than the other. Uneven wear is common since most tracks have either a high-speed sweeper or more

turns in one direction.

• Use a micrometer to measure the diameter of your tires before and after each run. Taking measurements will help you to make sure that any handling

problems are not caused by unequal tire diameters. Taking measurements of the inside and outside edges of each tire after a run will also help you to

diagnose setup problems, such as improper or unequal camber or camber rise settings.

• Mark each tire with its original position (LF, RF, LR & RR) on the car with a permanent marker. Include its compound if there is more than one compound

being used at any given time and they are not already marked. This will help you to keep track of what is happening with each tire concerning the tips

below and also minimize mounting the wrong compound on the front or rear.

BEARING MAINTENANCE

DRIVETRAIN BALL-BEARINGS

The following procedures are recommended to clean all of the drivetrain ball-bearings in your NT1. For high-competition racing, we recommended doing

this every 3-4 weeks, or before a major event.

1. Remove the blue seals on both sides of the bearing by inserting the tip of a hobby knife into the inner seam and prying the seal up and out.

2. If the seal bends a little and you can see a kink, carefully ﬂ atten the kink out by hand.

3. Spray the seals with motor cleaner and blow dry with compressed air.

4. Spray the bearing on both sides with motor cleaner.

5. Spin the bearing while it is still wet to dislodge any particles with the cleaner.

6. Spray the bearing on both sides again.

7. Blow both sides of the bearing dry with compressed air to make sure particles come out.

8. Hold the inner part of the bearing with my left thumb/foreﬁ nger and spin it to make sure it spins free without any abnormal vibrations or sounds.

9. Place one drop of bearing oil into each side of the bearing.

10. Replace both seals at the same time by lining them up on each side of the bearing and lightly pressing them in all the way around the bearings

circumference with your thumb and foreﬁ nger. Do not press too hard or use any type of tool, such as a wrench tip, to push the blue seals in as they will

push in too far, bend and cause drag.

If you spin test the bearing after you have re-oiled and sealed it, it will not spin freely for an extended period of time. The lightest of oils may allow it to spin

for 1-2 seconds. This is normal and once you have mounted the bearings in the car again, the drive train will spin freely.

Make sure you use a motor cleaner that does not leave a residue after it dries as this may cause drag and wear in the bearings.

XCA CLUTCH BEARINGS

The thrustbearing in the XCA clutch should be re-greased at least once every 30 minutes, or more often if you run on dirty tracks or your car goes off the track

often. We recommend using a thick, high-tack grease such as graphite grease.

The ball-bearings in the XCA clutch should be oiled regularly with a good, light bearing oil. The ball-bearings are subjected to high heat for extended periods,

and have a tendency to get “rusty” after a short time (which may lead to failure if not oiled).

PREVENTING CHUNKING

• Aside from hitting things, your tires will chunk more often if there is not enough negative camber in the middle of the turns at full chassis roll to keep them

from riding on their outer edges. This happens more often on the rear tires than on the front.

• Place a semi-thick coat of CA glue on the entire outer sidewall of the tire, from the edge of the rim to the top of the sidewall and let it dry sufﬁ ciently (20-

30 minutes). You can speed up the drying process by wrapping the outer/bottom surface of the tire with a paper towel, and spraying instant cure onto the

wet CA glue. Wrapping the surface keeps the instant cure spray off the tires contact patch and possibly minimizing grip. Mount the tire on a tire truer and

use a ﬁ le or sandpaper to round off the inner and outer edges of each tire and remove approximately 1mm of the CA glue from the top edge of the outer

sidewall. This will allow the outer sidewall of the tire to ﬂ ex some while cornering and keep the CA from cracking. You will need to round off the edges

every two to three runs as well.

TIRE CONING & CAMBER RISE

• Check the diameters of the inner and outer edges of each tire after each run. Pay particular attention to the side of the car that wears the tires down the

fastest as this side will shoulder the greatest amount of cornering forces for any given track. Treat both front and rear tire pairs separately, even if they are

the same compound. If either tires outer edges within a front or rear pair have a smaller diameter than their inner edges, then increase the static camber

in 0.5° increments, rotate the tires from left to right and track test them again. Keep increasing the static camber until the tires wear evenly ﬂ at on the front,

and one or both of the rear tires wear just a little bit more on their inside edges (no more than 0.1mm after two or more runs). If you follow these steps and

reach -3.0° camber on a set and one or both of them are still wearing the outside edge, then you need to increase the amount of camber rise on the rear

outside wheel as the suspension compresses during cornering. This is accomplished by altering the rear camber rise. For more information, see section

Camber Rise.

TIPS

11. Checking rebound:

Check the Shock Rebound setting by pushing the shock rod fully into the shock body, releasing it, and observing how far the shock rod extends by itself:

* 25% out of the shock body (low rebound)

* 50% out of the shock body (medium rebound)

* 75% out of the shock body (high rebound).

If the shock rod rebounds too much, return to Step 1 and repeat the procedure. If the shock rod does not rebound enough, you will have to reﬁ ll the

shock with shock oil, and then repeat the bleeding and Shock Rebound adjusting procedure.

12. Use motor cleaner to clean any excess oil from the outside of the shock.

13. Place a small amount of light oil onto the threads above the aluminum ride height collar and let it soak in. This will keep the collars from binding on the

shock body threads when adjusting ride height.

NOTE: It is normal for some oil to bleed out of the bottom of freshly-ﬁ lled shocks during the ﬁ rst few runs of the car. However, they will equalize at the

right pressure without letting any air in if the O-rings are still in good condition.