Differentials:

Differential fluids are just like shock fluids in that the
larger the number the thicker/heavier the fluid

Front: Thinner/lighter fluid in the front differential increases off-power steering. You must be careful not to
go too light as the steering will become grabby and inconsistent. If you experience this go one step heavier.
In general, thicker/heavier front differential fluid increases off-power stability and increases on-power steering.

Center: Using thinner/lighter fluid in the center differential tends to make the model easier to drive on
rough and slick tracks but allows it to unload easier under acceleration and provides less forward drive.
Thicker/heavier center differential fluids offer better acceleration, increased on-power steering and less
off-power steering. In general, using thicker center differential fluid is better on high bite and smooth tracks.

Rear: Using thinner/lighter fluid in the rear differential provides more corning traction and increases steering
response in the middle of the turn. Thicker/heavier fluids in the rear differential provide less steering in
the middle of the turn but greater forward traction.

Ackerman:
This is the name given to the type of geometry needed to maintain the difference in the angles
of the inside and outside wheels necessary for each front tire to maintain the proper turning radius. Since
the inside tire must run a smaller radius than the outside tire this is critical.
The Long Ackerman plate will have smoother steering and is generally more forgiving.
The Short Ackerman plate produces a quicker reaction and steering response and has more steering in the
middle of the turn. The short Ackerman plate would be better suited for tight technical tracks.

Bump steer: is the side-to-side movement of the front wheels that can be caused by the suspension moving
up and down.
Down: Running the bump steer ball in the “down” position , will produce smoother steering in the
middle of the turn.
Up: Running the bump steer ball in the “up” position , will increase the steering in the middle of
the turn.

Less anti-squat: will produce less off-power steering and allow the chassis
to roll (side to side) more across the rear. Less anti-squat will help the chassis
accelerate better in small bumps.

More anti-squat: will produce more roll resistance (side to side), increase
steering in the middle of the turn and be better on rough tracks with big
jumps

Droop
Droop is the amount of suspension downward travel
from ride height. Always measure the droop of the
with the shocks on the model. Measure from
the center of the top shock mount to the center of
the bottom shock screw. More droop
(travel) in the front will have more on-power steering
and allow the truck to roll more on the rear when on
throttle. More rear droop: will increase off-power
steering and allow the truck to roll over on the front
while off-power. More front and rear droop: will accelerate better in bumps when going straight, but can
cause the truck to traction roll in rough turns. Less front and rear droop: will make the chassis slide over
bumps better in turns but limit acceleration in the bumps.

Ride Height: is the level of the chassis above the track surface as it sits on its suspension. As the chassis sits
on a flat surface measure up to the bottom face of the chassis. You will want to adjust the front of the
chassis with 27mm of ride height and 28mm in the rear. We have found the most models handle best when the
front ride height is 1mm to 2mm lower and no more than level with the rear of the chassis.