Down Stop Method
In order to have a balanced car left and right, suspension heights should be equal. Setting your down stops equal between sides is important in setting up your car. In order to measure the down stop adjustment of your car, you will need to place your car onto the support blocks at the lower level (6mm) on a flat level surface with the wheels off. Make sure the car sites flush on the support blocks. Slide the droop gauge underneath the lower arm until it touches the outside edge of the lower suspension arm. Use the numbers on the top of the gauge to determine the height of your lower suspension arms. Screw in the down stop to raise the lower suspension arm to the desired height or out to lower it. Make sure left and right suspension arms are set equally. Lowering the suspension arms will increase droop while raises them will decrease droop as long as preloads remain the same.
Wheel Method
Droop is the amount of sag a suspension has when the wheels are loaded by the weight of the car (springs are compressed). It can also be defined as the amount of upward travel a suspension has before the wheels lift off the ground (springs become unloaded). Droop can therefore be measured by finding the difference between the ride height of your car when it is loaded verse unloaded. To find the loaded ride height of your car place it on a flat level surface and measure the ride height of the bottom chassis plate near the desired wheel using the MC3-WLS ride height gauge. To determine the unloaded ride height of your car, place your car on the 8mm support block (taller side) on a flat level surface. Make sure the car sits flush on the support blocks. Then, using the droop gauge, slide it under the wheel until it touches the wheel. Use the numbers on the side of the gauge to determine the unloaded ride height. The amount of droop is the difference between the two numbers. For example, if your ride height is 2.4mm loaded and 3mm unloaded you have 0.6mm of droop. For accuracy, both left and right tires should be equal in diameter. To reduce droop (less sag) on one side of the car you must increase the preload on that sides spring/shock. To increase drop (more sag) you must reduce the preload on that sides spring/shock.
Setup Tips
For most RWD cars, a standard setup on RCP tracks is to have 0 to 1mm of droop in the front and 1 to 2mm of droop in the rear. As a general rule, adding more droop to one end of the car will provide more grip to the opposite end. For example, if you have too much grip on corner entry, reducing rear droop will allow the front end to push (understeer). As always there is a limit. For example, having 0 droop in the rear is not recommended as this will prevent the rear from absorbing bumps resulting in less rear grip.
]]>The stock gear differential that comes with most Mini-Z offerings from Kyosho has a lot of friction and play making handling difficult and unpredictable.
Upgrading to an adjustable ball bearing differential, an adjustable metal gear differential or a clutch-type gear differential will provide a smoother throttle response and a much more stable rear end compared to the stock gear differentials from Kyosho. After tires, your differential is the second most important aspect of your car's handling so choosing the correct one needs some consideration.
All differentials have pros and cons; some are better suited to different classes or tire choices
Traditionally there have been the "regular" length shafts compatible with HM (high mount), RM (rear mount) and MM (mid-mount) motor pods (motor mounts) and then there was a longer shaft for LM (low motor) motor pods.
The double-bearing pro adjustable ball differential from MC3WLS is the best of both worlds. The differential fits a "regular" motor mount but is longer by 2mm on each side. This means that instead of using +3 rims, which has lots of deflection due to their larger lips, you can use a +1 rim which has less deflection while still maintaining the same wide wheelbase.
It usually doesn’t cost you extra and will give you smoother throttle control and more power due to reduced friction. Although 126 pitch gears are very smooth, the pinion gears wear out extremely fast and can be destroyed easily if the meshing isn’t set correctly. So, it’s not just the pitch that matters, but also the material the gears are made out of.
The MC3WLS double-bearing pro adjustable ball differential features a set of precision injection molded POM (aka Delrin or Acetal) spur gears and pinions. The included spur gears range from 52 to 54 teeth and pinions range from 9 to 12 teeth. This gives you many different options for gear ratios that can be a pivotal part of setup especially in stock classes. Delrin aka POM or Acetal is a slippery material and well known to be beneficial in applications such as gearing where friction should be minimal compared to other materials like ABS or nylon which other manufacturers use for their gearing.
Here are some pros and cons of the different types of differentials on the market.
Standard Ball Differentials (Kyosho, GL Racing, Atomic R/C, Nexx Racing, 3Racing)
PROS
PN also makes a Limited Slip Ball Differential (LSD) gear which locks the diff at higher RPM. It works very well, has smooth operation and keeps the rear stable.
CONS
Metal Gear Differential (PN Racing)
PROS
CONS
Clutch-type Limited Slip Gear Differential (Atomic R/C)
Atomic R/C issued this design a while back for the Kyosho MR-03 but then included it as part of their MRZ RWD chassis. This differential is a type of limited slip gear differential. It uses a centrifugal clutch that locks the rear differential at a specific RPM. When you are off-power, the clutch disengages and this allows tighter cornering as the differential can work. When you are on-power, the clutch re-engages locking the differential and causes the car to understeer or push out of a turn.
Unlike the PN LSD ball differential, you can purchase different clutch O-Rings that engage the clutch earlier or later, allowing you to fine tune the differential to the track conditions. If you have too much initial turn into the corner or are oversteering out of the corners, then you can use a softer O-Ring to keep the diff locked at lower RPMs. You can also use a harder O-Ring to get the reverse effects.
PROS
CONS
MC3WLS Dual-bearing Pro Adjustable Ball Differential
This design features two types of ball bearings: a thrust bearing controls axial loads while the outer diff half bearings controls centrifugal loads. Using a thrust bearing in place of a radial bearing allows you to fine tune the amount of pressure between the plates as the outer hub rotates freely on the thrust bearing. This combination allows more precise transfer of power which means more throttle control providing a more consistent handling car lap after lap.
PROS
CONS
Mini-Z/1:28 比例差速器官方指导说明
京商原厂齿差有很多摩擦阻力,导致控制很难,突发状况颇多
升级可调的珠差,可调的金属齿差或者离合器式齿差会提升油门平顺性,以及尾部的稳定性。当你玩车时间久后,你会发现差速器是你车子第二位重要的部件,所以,你需要仔细考量选择正确的差速器
所有差速器都有正反两方面的特性,有些特性需要与车架和轮胎配合起来选择
通常来讲标准长度的差速轴适合HM(高位马达),RM(后置马达)和MM(中置马达)安装座,于此同时有一款长款差速轴适合(低位)马达座
MC3WLS出品的双轴承可调珠差是最好的选择! 这款珠差适合标准马达座,比普通差速轴每侧长2mm,这就是说可以代替了3度轮毂(过大的轮毂offset凸起会导致偏心),如此,在相同宽度的轮距下我们用1度轮毂就会比3度轮毂减少偏心影响
升级齿轮减少的摩擦力可以给你带来更平顺的油门和更多的动力,而这并没有需要你增加花费。虽然126P齿轮更平顺,但是马达齿如果啮合不好会导致损坏消耗的非常快。于此同时不只是通过改变P数,还要通过齿轮材质相应改善才能有效果。
MC3WLS双轴承可调式差速器使用了赛钢材质精密注塑成型齿轮组。大齿从52-54齿,马达齿从9-12齿。这种不同齿数的配合提供了不同齿比来适应限定组比赛。赛钢被认为是最适合用来做齿轮的材料。比起ABS和尼龙来讲赛钢的摩擦力更小更顺滑。
下面是市场上不同种类差速器的有缺点
标准珠差(Kyosho,GL Racing, Atomic R/C, Nexx Racing,3Racing)
优点:
PN 也生产了一款在高转速下的限滑差速器,运行起来平顺,车尾稳定
不足:
此款设计使用了向心轴承只能负担离心力(如旋转力),而不适合差速器运转时横向载荷。随着时间的推移,外轴径向轴承上的座圈磨损,性能下降。此外,这些设计可能会出现不一致性,因为在整个运行过程中,差异设置可能会稍微收紧,以改变汽车的操纵特性
此设计使用E形卡环将外轮毂固定到轴上。要重装差速,需要移除这个比较麻烦的卡环,同时必须松开张力调整螺母,这意味着失去原有的差速设置。当拆卸E型卡环时,卡环也会弯曲,这会导致差速器动作不一致,因为E形卡环可能卡在轴承上。
优点:
不足:
限滑差速器(Atomic R/C)
Atomic R/C 应用这种设计可以追溯到MR03车架中,而现在也用在MRZ 车架中。
这种差速器是一种限制滑动的齿差。它使用了离合器在某个特定转速时来锁住后差速。当你松开油门时候,离合器分离,这就可以在弯角处工作。当你给油时候,离合器重新结合,以避免转向不足或者推出弯心
与PN LSD差速器不同的是,你可以选购不同的离合器O圈,来调节离合器工作时间提前还是延迟,使得你可以根据赛道条件调整差速器到最佳节奏。如果你在入弯时候转向过度,你可以用比较软的O圈来保持差速器在低转速下是锁住的。当然你也可以使用硬一些的O圈来获得相反的效果
优点:
不足:
MC3WLS双轴承可调差速器
这种设计具有两种类型的滚珠轴承:推力轴承控制轴向载荷,而外差速器半轴承控制离心载荷。当外轮毂在推力轴承上自由旋转时,使用推力轴承代替径向轴承可以微调板之间的压力量。这种组合允许更精确的动力传递,这意味着更多的油门控制提供了更一致的每圈操控感受。
优点:
不足:
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