Adjusting The Shock Absorbers - Reely 1:8 GP Buggy Ultra Sonic 4WD RtR Notice D'emploi

• Make the mix leaner by screwing in the screw by 1/16 rotations while the engine is switched off.
• Restart the engine and repeat the procedure until the speed transition from idle speed to full throttle is soft and
spontaneous. A small delay in response is normal.
• Drive the model as usual in order to get a feeling of how the engine reacts to load changes.
• Modify the setting until the performance characteristics correspond to your expectations.
Once you have carried out these settings, a readjustment of the throttle stop is however necessary.
Adjustment of the throttle stop screw (idle speed-adjusting screw)
The idle speed adjusting screw regulates the idle speed via the position of the slide carburettor (the throttle stop).
• The higher the carburettor throughout, the higher the rotation speed.
• Turning the adjusting screw clockwise increases the throughput.
• Turning anti-clockwise lets the slider retract further and thus reduces the gap.
b) Adjusting the shock absorbers
The spring elements of the all-wheel suspension of the chassis consists of a coil spring each (1) with an oil-pressure
shock absorber in the center. The oil pressure shock absorbers are fastened at the lower transverse links and on top
at the damper bridge on the differential housing. On the top, the coil springs rest against a knurled nut (3) on the outer
tube of the shock absorber and the spring attachment on the bottom end of the piston rod. The spring travel of the
piston rods is limited by silicone sleeves on the lower part of the piston rods.
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1 3
Twisting the knurled nut upwards relieves the spring. Twisting downwards increases the pre-tension of the spring. The
spring preload can thus be finely adjusted according to surface and manner of driving.
• A low spring pre-tension lets the chassis sink lower due to its inherent weight.
• A harder setting lifts the chassis.
In this way, a certain higher or lower position of the chassis can be achieved (setting ground clearance). Hence,
adjusting the damping not only affects the ability of the model to "even out" road unevenness but also its behaviour in
bends.
One talks of "oversteering" or "understeering" driving behaviour.
Oversteering driving behaviour
The model "pulls" in the curve, the rear tends to swerve (too little traction on the rear axle or too much traction on the
steered front axis). As a counter measure the suspension should be set softer at the rear (or harder at the front).
Understeering driving behaviour
The model is difficult to steer around the bend, "pushes" the front wheels outwards (too much traction of the rear axle
or too little traction of the steered front axle). As a counter measure the suspension should be set harder at the rear (or
softer at the front).
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