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T-MAXX 3.3 OWNERS MANUAL
for tuning with the inner pair of lower shock mounting positions on the arm
(1,2). It is not compatible with lower shock mounting positions 3 and 4. Other
combinations may be used to achieve individualized suspension settings.
Upper Shock Mounting Positions
The upper shock mounting positions will have suspension effects opposite
from the lower shock mounting positions.
Spring rate (at the wheel), increases as the upper shock mounting position
is moved from position (A) to position (B).
Ride height is not affected by changes in the upper shock mounting position.
Use the chart below to see the effect of the various shock mounting
positions. The horizontal length of the lines indicates the amount of
suspension travel. The angle or slope of the lines indicates the spring rate
(at the wheel
).
Lower Shock Mounting Positions
In the out-of-the-box configuration, the shocks are installed in position
(A) on the shock tower and position (2) on the lower suspension arm.
This setting allows for firm suspension and low ride height, increasing the
spring force (at the wheel). This setting improves high-speed cornering on
smoother terrain by lowering the center of gravity. Body roll, brake dive, and
squat are also reduced.
The inner pair of holes on the lower suspension arm should
be used to increase the ride height of the T-Maxx 3.3. The more vertical
position of the shocks will allow for lower shock progression and the soft,
plush feel that’s characteristic of a Traxxas Maxx Truck.
Spring rate (at the wheel) increases as the lower shock mounting position
is moved from position (1) to position (4). This is equivalent to using stiffer
springs. Use higher spring rate settings for flatter terrain with smaller and
fewer bumps, and lower spring rate settings for bigger bumps.
Ride height decreases as the lower shock mounting position is moved from
position (1) to position (4). Each pair of lower shock mounting holes (1,2 and
3,4) has equal ride height. Use lower ride height for high-speed cornering
and flat terrain, and when racing on relatively smooth tracks. Increase the
ride height for rougher terrain and tracks.
ALIGNMENT SETTINGS
Adjusting the Toe-in
Your T-Maxx 3.3 comes from the factory with
zero degrees of toe-in in the front, and one
degree of toe-in in the rear. You can adjust the
toe-in on the front and rear of the truck. Set the
steering trim on your transmitter to neutral.
Next, adjust your steering turnbuckles so that
both front wheels are pointing straight ahead
and are parallel to each other (0 degrees toe-in).
This will ensure the same amount of steering in both directions. Adjust the
rear toe control links so that the rear wheels have 1˚ of toe-in.
Static Camber Adjustment
The wheels can be set to have either positive or
negative camber (see illustration below). The camber
angle changes as the wheel moves up and down
through its range of travel. Static camber is the
camber angle at the wheel when the vehicle is set at
its normal, stationary ride height.
The suspension pivot balls located in the axle
carriers adjust the static camber. The pivot balls
are protected by blue dust plugs. To adjust your static camber, insert the
supplied 2.5mm hex wrench through the slit in the dust plug and engage
the end of the pivot ball (compressing the suspension until the arms are
parallel to the ground will allow for easier hex wrench engagement). The
upper pivot ball is normally screwed all the way in. Negative camber is
achieved by screwing the pivot ball of the lower control arm out. Note:
When camber is changed, the toe angle of the wheel has to be reset.
Static Camber Base
Factory Settings
Front: 1-degree negative
camber each side
Rear: 1-degree negative
camber each side
TRANSMISSION TUNING
Adjusting the Slipper Clutch
Your T-Maxx 3.3 is equipped with an
adjustable Torque Control slipper
clutch. The slipper clutch is integrated
into the main spur gear on the
transmission (see page 5). The slipper
clutch is adjusted using the spring-
loaded locknut on the slipper shaft.
Use the supplied 8mm open-end
metric wrench. To tighten or loosen the slipper nut, insert the 2.0mm
hex wrench into the hole in the end of the slipper shaft. This locks the
shaft for adjustments. Turn the adjustment nut clockwise to tighten (less
slippage) and counter-clockwise to loosen (more slippage). The slipper
clutch has two functions:
1. Limiting the engine’s torque output to the wheels to prevent
wheelspin on low traction surfaces and help to prevent damage
to the gears in the transmission during on-throttle landings.
2. Protecting the drivetrain from sudden impact or shock loads (such as
landing from a jump with the engine at full throttle).
From the factory the slipper clutch is set for minimal slippage, just
enough to protect the drivetrain from shock loads. On slippery, low
traction surfaces such as a hard-packed, dry racetrack you may benefit
from loosening the slipper adjustment nut to allow for more clutch
For easier access to the rear-most shock mounting screw, remove
the one end of the rear turnbuckle. In the front, remove the
suspension pin from the lower front suspension arm to gain easier
access to the lower shock mounting screws.
All of the toe links are installed on the truck so that
the left hand thread indicators point to the same
direction. This makes it easier to remember which way to
turn the wrench to increase or decrease toe link length (the
direction is same at all four corners). Note that the groove
in the hex indicates the side of the toe link with the left-
hand threads.
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Left Hand
Threads
Right Hand
(Normal) Threads
Decrease
Length
Increase
Length
Positive Camber Negative Camber
TUNING ADJUSTMENTS
