KYOSHO SuperTen FW04

8/9/2019 KYOSHO SuperTen FW04

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KYOSHO SuperTen FW04

Kyosho SuperTen FW04

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I am me for a variety of information about the Kyosho SuperTen FW04.

Last updated: 3/21/2010

Production point of

Point of suspension settings

Specifications
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Recent Photos 0!0 "#$ shooting%


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The &'ic( to en'arge the photo

Specifications

Specifications

Fu'' 'ength 400mm

Fu'' )idth **0mm

Tota' height #00mm

Whee'base *"0mm

Tread front + rear% #"4mm + #,"mm

-ross )eight bout *000g

&hassis 'uminum upper dec( / t!.0 #,S chassis

amper type Touring damper SSrive system Shaft drive 4W

ef format FR + RR% -iyadefu + -iyadefu

-ear Ratio ".,12 #

3ngine &ompanies #0+#*+#1 c'ass engine


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3haust For each company SuperTen

Tire front + rear% 5,4 6 !$mm + 5,4 6 4*mm

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SuperTen FW04: production point of

SuperTen FW04: production point of

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In7uiry about this pagebu''etin board.. p'ease.

8n optiona' parts and additiona' processing that )as used in )hich to produce a SuperTen FW049 )e introduce such as )hat you measure.

:ere9 )hat you are introduced are consistent )ith the Kyosho &;P regu'ation.

content

Parts are using

additiona' machining < corrective

measures forassemb'y of the steering system

assemb'y of the suspension

assemb'y of the damper

=ra(e assemb'y of the

drive system assemb'y of the

'oading of engine'oading of 4st

and

Kyosho Superen FW04 opt!ona" parts

#9 hard main chassis F>W1#%

*9 carbon upper dec( F>W1*%
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!9 universa' s)ing shaft F>W1!%

49 front stabi'i?er set F>W14%19 rear stabi'i?er set F>W11%

$9* Speed @ission F>W1$%

,9 the fue' tan( )ith up'o% F>W$$%"9 stee' diff gear set F>W#"%

A9 carbon steering p'ate F>W**%#09 hard differentia' case F>W*1%

##94 cyc'e fitting (it F>W!0%

B Kyosho #o$$on parts

#9 hard bra(e 'ining A* A"1%

*9 Specia' ;ni cran( !A $11%!9 do)ny Suparu c'utch shoe !A $,*%

49 c'utch spring hard A* ,4#%

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B ra!n $easures

Kyosho &;P I )as subected to rain measures of machine so rain or shine.#9 the mounting of the s)itch cover

after pasting the s)itch cover )ith instant adhesive9 sea' around in =asu(o(u.8f course9 a'so the ho'e of the tightening scre) )as sea'ed )ith =asu(o(u. *9 sea' by =asu(o(u

app'iedbet)eenCradio bo and upper dec( servo code to the mecha bo mating portion of the servo

case servo case and servo code part

S)itch cover

To content

B !$pro(e$ent o) *u$p steer

front of the toe is changed to out during the bump remains of the origina'9 it has become a stab'edirection.

If you )ant to compete in the race9 because understeer is a strong front bump steer improvement of bump

toe G0G aim% for9 and then add co'or thic(ness *.1mm% bet)een the tie rod end and (nuc('e arm.=y doing so9 there is 'itt'e toe change from fu'' rebound to Furubanpu.

dd co'or bet)een the tie rod end and

(nuc('e arm
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B *u!"d a pre#!se steer!n& syste$

#9 I )i'' be the same the tie rod 'ength of the added 'eft and right co'or to the steering tie rod.For FW04 steering system9 because the 'eft and right of the cutting ang'e and the 'eft and right of the tie

rod is not assemb'ed in the a')ays the same 'ength changes ttentionH H Is.In the case of toe adustment9 adust by adding the co'or of the same thic(ness in the 'eft and right.

If you are using a turnbuc('e9 so that you adust the 'ength bet)een the ba'' end on the 'eft and right.

*9 )as to prevent the change in 'ength from occurring by adding co'or to the steering re'ay rod bet)eenthe servo horn and uniCcran(%.

sand)iching co'or of thic(ness 'ength%9 then the 'ength of ;ni cran( arm and the servo horn is para''e'.It changes by the mounting position of the steering servo changes in the gap bet)een the upper dec( and

steering servo% is9 basic numbers )i'' be around #1mm9 )hich is described in the manua'.

!9 add a spacer because there is a gap bet)een the steering servo and the upper dec(9 so that you do notmove bac( and forth.

Spacer )as ecised from #mm p'ate of Kaida((u9 one on the front side #mm%9 * sheets in the rear side*mm% to the servo case has been pasted in the doub'eCsided tape.

49 steering servo horn9 you use something that is attached to the servo not of (it.@ounting of the steering re'ay rod is mounted so as to be para''e' to the center 'ine of the chassis.In this )ay the 'eft and right of the cutting ang'e is different or that it is not organi?ed in9 it is )ay off and

)i'' change.


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19 the numerica' va'ue of the assemb'ed state of my machine are as fo''o)s.

B ensur!n& s$ooth $o(e$ent and res!stan#e to #rash res!stan#e

#9 and rep'ace the ! 6 $ meta' steering p'ate ! 6 $ f'ange bearing9 in the steering p'ate and uni cran( adds a! 6 1 shims to move smooth'y )ithout ratt'ing )as assemb'ed.

*9 I )as rep'acing a 1 6 " Purametaru bet)een ;ni cran( and ;ni cran(shaft to 1 6 " bearings.

!9 pi''o) ba''9 because ...H 'so the crash of not much bro(en% easy out at the time of the crash and )as

rep'aced )ith a 1."mm ba'' + f'anged ;@#*"%9 )as fied )ith scre)s and nuts.


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B $ount!n& Spe#!a" .n! #ran, 3

in order to increase the resistance to crash resistance9 and has incorporated the aiming the strength up of;ni cran( Kyosho options Specia' ;ni cran( !A $11%.

=ecause un'i(e the (it standard ;ni cran( there is no servo saver feature9 you must insta'' the servo saverto the steering servo.

#9 parts re7uired#%9 Specia' ;ni cran( !A $11%*%9 servo saver F@!#,&%

*9 Dotes on assemb'y#%9 as Specia' ;ni cran( moves smooth'y9 I )i'' change the resin co'or in a'uminum co'or.

*%9 I remove the spacer of ;ni cran( support piece of F>$#%.

!%9 servo saver side of the fastening point and rear9 ti't the servo saver on the front side9 connecting thecenters of the fastening point and the servo saver and re'ay rod 'ine is I am mounting so that the right

ang'e.

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B res!stan#e to #rash nsur!n&

When assemb'ed as of (it instructions9 a'ignment deviation enters the threaded portion of the ba'' stud of

the 'o)er arm is in suspension arms )hen you crash9 etreme'y driving performance )i'' degrade.

In order to prevent this9 and then tighten the ba'' stud from scre) the set scre) of 1mm in the suspension

arms as far as it )i'' go.

Re'ationship of the vehic'e )idth and set scre) Front Jo)er rm Riyaro)aamu

&ar )idth **0mm 1 6 4mm 1 6 1mm


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&ar )idth ***mm 1 6 1mm 1 6 $mm

This )ay )i'' be ab'e to easi'y a'ignment adustment after parts rep'acement When you create.

B #reate a suspens!on that $o(es s$ooth"y and w!th $!n!$a" *a#,"ash o) suspens!on

rear suspension of p'ay )i'' adverse'y affect the driving performance.SuperTen FW04 because the ba'' stud si?e of the rear has been changed from a conventiona' ##mm toAmm9 you can get the suspension movement of #+" racing the same 'eve' by the use of parts of FDT8@.

#9 SuperTen FW04 because ba'' stud and scre) cap of meta' contacts meta'CtoCmeta' contact%9 you )i'' ifyou try to ta(e a 'ooseness and tighten the scre) cap suspension of movement is astringent.

*9 -P racing suspension has become in structure9 such as even stuffed bac('ash suspension moves

smooth'y by p'acing bet)een the resin co'or ba'' stud and scre) cap.

!9 you can get a SuperTen FW04 a'so p'ay there is no smooth movement suspension by the same (ind of

structure as this.

49 parts re7uired9 in parts of Kyosho FDT8@

#%9 #0 mm scre) cap F@!!"%

*%9 Sma'' Parts Set F@!#4%on'y the echange )ith the scre) cap of (it9 processing is )ithout any .

t the time of bui'tCin9 the ba'' stud per portion of the resin co'or I pp'y the grease Kyosho :- ointgrease or ceramic grease%.


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B S$ooth to asse$*"e w!th no *a#,"ash sta*!"!5er

)hen there is a bac('ash in support of the bu'( head% stabi'i?er spring stabi'i?er% )i'' be s)eet stabi'i?ereffectiveness of.

In order to prevent this9 the f'ange portion of the f'ange bo'ts that ho'd the stabi'i?er and then add the resin)asher t0.1%.

Resin )asher I 'eave adhere to the f'ange bo'ts in the instant adhesive.

Stabi'i?er even e'iminating the bac('ash moves smooth'y @a(e sure that you fa'' and Stone )hen youre'ease the hand Jift the stabi'i?er% effectiveness of stabi'i?er is better because in doing so.

To content

Keep this in mind during the assemb'y of the adustab'e damper.

#9 you can e'iminate the aia' direction of the p'ay bet)een the damper shaft and the damper piston by

adding a shim.P'ay )i'' be ab'e to point the damper does not )or( )hen the suspension )as stro(e that he remains that

there is.

*9 )hen assemb'ing the damper9 and tenesmus bet)een damper piston and the damper case9 to ma(e surethat there is no catch.

&onfirmation of ho) you pushed or pu''ed to put the piston in the damper case to have damper shaft.Ti't the shaft to ma(e sure that a'so caught and re'uctant is not in the range corresponding to the damper

case%9 the chamfer of the piston of the corner if there is these to increase to the using a cutter9 a fine

sandpaper #000 % to fineCtune the c'earance bet)een the damper case sharpener the diameter of the&hec( crunch of the damper piston


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piston using.

Eou created a damper to move smooth'y 'o)er the friction of the damper in doing this.

!9 you can prevent the 8Cring )ith scratches and hang the oi' one drop )hen passing the damper shaft.

49 the 'ength of the damper is important to &rossed t)o 'eft and right at the same 'ength.It is easy to pair it )ith the match the 'ength in the distance bet)een the damper case under side and the

damper end.

Position of the damper end is c'ose'y re'ated to the rebound amount9 you need to ma(e sure that therebound amount has not changed after you insta'' a damper.

19 I ma(e sure that the shaft moves there pressing the 'eft and right of the damper end When damper is setup at the same speed.

$9 tension adustment in spring aduster sharpen )ith a fi'e of the LCshaped% additiona' machining a

groove to a''o) eact'y to you.

I can set immediate'y as many mm of tension because 0.1mm of tension is app'ied in the spring adusterone revo'ution.

To match the 'ength bet)een the case and

the damper end by measuring

ir vent


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B +rossed F%67 p!ston !n ad9usta*"e da$per

the damper piston those of FDT8@ F@!#, + F@4*4% damper shaft to rep'ace the F@!$$% a'soechange together.

The picture on the right9 for the right FDT8@9 'eft is the piston and the damper shaft for adustab'edamper.

To &rossed FDT8@ piston to norma' shaft and the shaft ho'e of the piston to !mm FDT8@ is

*.$mm%.The reverse &rossed the norma' piston to FDT8@ shaft%9 the center disp'acement of the piston and the

damper shaft )i'' occur.

B F%67 / ;one !nsta""at!on o) da$per

#9 I )i'' change the pi''o) ba'' of suspension arms side to 4."mm ba'' stud.

=a'' stud that is used for the rear of the suspension arms )i'' hit the threaded portion of the suspension ofthe pi''o) ba'' )hen intended that comes )ith damper set of FDT8@ and LCone R )i'' tighten the scre)

portion is too 'ong.Since the threaded portion of this remains and tighten it )ithout )orrying about suspension arms are

destroyed and rep'aced )ith a 'ength of the threaded portion is about $mm I Tamiya 1mm pi''o) ba''2 usethe ==$%.

*9 the front damper

#%9 I )ant to )hat most short the damper Roi end of the front damper.*%9 the damper upper end I use a 1."mm pi''o) ba'' )ith f'ange% of FDT8@.

It damper end and damper stay interferes in to use this to prevent the stic( of the damper mounting portion

Eou put out the same effect by using a taper )asher9 to 'ose the )asher during desorption in pi''o) ba'')ith f'ange% It is no 'onger%.

!9 rear damperI to those most short the damper Roi end of the rear damper.

49 spring Roi sheet

9 depending on the 'ength of the spring and standard spring Roi sheet9 use a thin spring Roi sheet that is inthe FDT8@ of sma'' parts set F@!#4%.

damper end and rebound are 'ocated in a c'ose re'ationship.When insta''ing the damper9 p'ease be sure to chec( that the damper end is in a state that does not interfere

ifference of spring Roy sheet


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)ith the rebound stro(e.

If the damper end does not fit etends to the rebound9 you can either rep'ace the damper end9 you canadust the mounting position.

I am putting the set scre) of #.,mm of the ba'' for ba'' diff% and !mm in the damper end for mounting

position adustment of the damper end damper 'ength adustment%.

B *y #han&!n& the da$per an&"e *roaden the w!dth o) the sett!n&

mounting of the rear damper Eou can change the ang'e of the damper by changing the mounting ho'es onthe 'o)er arm side origina' center%.

Front side you can change the damper ang'e by changing the mounting ho'es in the 'o)er arm origina'upper% is9 thirdCparty Five Star9 because carbon damper mount has been re'eased from the cross9 it is

possib'e to use these9 damper mounting Eou can ma(e a change of rigidity and damper ang'e parts.

I9 carbon front damper mount Five Star2 FS0""% )as to be erected the ang'e of the damper using.

&arbon amper Stay

B s$a"" $a,e the da$per o) )r!#t!onReducing the friction damper friction% refers to the movement )i'' be )e''.

That generates the friction on the damper components9 the piston9 the damper shaft9 is 8Cring.

I )i'' incorporate them because 'o) friction parts have been re'eased for the FDT8@ from Kyosho.#9 damper piston F@4*4%

*9 titaniumCcoated damper shaft W$00*%!9 8Cring W1#0,%


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Jeft2 8rigina' + right2 Titanium &ourt

Jeft2 8rigina' + right2 W1#0,

To content

Keep this in mind )hen assemb'ing the bra(e.

#9 bra(e pads and 'inings are bonded )ith rubberCbased adhesive.

t this time9 the adhesive surface of the pad shou'd be 'eft roughened surface by mu'tip'ying the paper.

adhesive Konishi &o.9 Jtd. using the bond -#, synthetic rubber9 so'vents type adhesive%.

*9 I )i'' app'y the rubberCbased adhesive for bonding surface of the bra(e pads and 'inings.


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!9 I crimp the pad and 'ining 8nce the adhesive is dry.

49 you can increase the ho'e in the pad using a dri'' of about !.*mm.This is because you prevent it from catching the threaded portion of the scre) )hen the ca'iper

moves.Fai'ure to do this )i'' cause the bra(e drag.

19 in the event of mounting pad I am mounting as the top and bottom of the scre) has umped by the same

amount from the center bu'(head.

fter this9 the bra(e is not dragged9 you can adust the scre) to the point )here it turns 'ight'y. In this casea'so the top and bottom of the scre) P'ease move the same amount at a time.

B "!$!t use o) *ra,e "!n!n&in the right picture9 the right side is a ne) state9 the 'eft side is the use 'imit state.

Rep'ace When you ready to hit surface of the disc is recessed.

&'eaning of the pad after Pee' off the bra(e 'ining9 use a c'eaning agent of a'coho'.


19/36

de(!sed )or dra&&!n& pre(ent

you assemb'e the bra(e that is not dragged by using a dis( of (it standard.Decessary parts9

#9 F# for front spring*9 (it standard bra(e dis( SPW1#%

F# spring is cut in ha'f so as not to interfere )ith the stro(e of the bra(e pads9 and then inserted bet)een

the pads.=y this )ay9 the finished bra(e to not drag because the pad spring is pushed bac(.

Insert spring bet)een the pad

B !n#reas!n& the r!&!d!ty o) the *ra,e padin order to stabi'i?e the bra(eChanded9 to increase the thic(ness of the receiving pad dragging as thic(er

pushing side occurs%.

ItMs a'' )e'' and good if you use a thic( p'ate of pad9 but I g'ued here in by the norma' of the pad to thet)oCp'y epoy adhesive.


20/36


21/36


22/36

Since the degree of change is 'ess to)ards the oi' as compared to the grease9 it is possib'e to obtain a

stab'e differentia' state )hen using the oi'.

#9 first9 ta(e the burr of the mating surfaces of the ring gear of the differentia' case9 and mu'tip'ied by the

paper in a f'at surface9 and finish to the p'ane.

*9 the rear of and burrs of the pinion gear9 a'so removes burrs of the side gears.

!9 )hen assemb'ing the side gears to the case or the ring gear9 app'y grease to the shaft recommended is

:- oint grease or infinite super grease Kyosho%.

49 it is put in bet)een the )asher )hen assemb'ing the side gear and oint shaft9 too ta(es much p'ay in the

side gear9 and so cause oi' 'ea(age ump out the 8Cring of the differentia' case9 a bac('ash in a range )herethe rotation is not heavy it is possib'e to e'iminate you 0.#C0.*mm position is standard%.

19 after incorporation the pinion gear to the differentia' case side9 I )i'' inect the oi'. Inection vo'ume I

)ant to p'ace the pinion gear shaft is hidden.

Se'ection of -iyadefuoiru

Front Rear

=ase 10 000 #0000

&hange course9 and in

the run to the )ay !0000C #00 000 1000C !0000

etermine the basic of understeer + oversteer in the hardness of the front differentia' oi'9 so that you

fineCtune in the damper + spring.

Riyadefuoiru eits driven by rising from the corner to se'ect the hardness does not occur.

8i' inection unti' about pinion shaft ishidden


23/36

Eou put out the same effect in efugurisu rather than differentia' oi'9 but it is recommended that the

viscosity change due to heat in the running if the grease is 'arge to inect the oi'.

$9 )here the =asu(o(u I the mating surfaces of the differentia' case =asu(o(u transparent2 &emedine%

pp'y.This time9 I )i'' a'so app'ied around the scre) ho'es. Fai'ure to do this9 you have 'ea(age of oi' from the

portion of the scre).

,9 tightening the diagona' of the order the scre)s )hen tightening the ring gear and differentia' case9 notethe tightening too.

If the resin of the differentia' case9 or become s)eet tightening co''apse is too tightening threads9 and orcan is distorted and tightened a gap9 it may cause an oi' 'ea(.

The tightening of the ring gear9 do not s'ac( occurs )hen you use a scre) )ithout a tapping scre)

supp'ied.

The app'ication of the =asu(o(u in case

end face

he asse$*"y o) the &ear #ase

#9 and incorporates a differentia' to the gear case9 chec( the bac('ash of 'eft and right )ith a oint shaft9 ifthere is a bac('ash9 and then add a shim bet)een the side bearing and gear case as bac('ash is e'iminated.

*9 chec( the bui'tCin p'ay the pinion gear to the gear case9 p'ay and then add the shim in bet)een the

bearing and the 3C ring as there is no def this time IM'' remove%.

!9 to incorporate def to the gear case9 fo''o)ed by assemb'ing the pinion gear9 pinion gear is used to adust

the 'ocation to put a shim to come to the center of the tooth surface of the def of the ring gear at this time9


24/36

so you do not )ant to add a shim bet)een the bearing you to%.

49 and adust by adding a shim the bac('ash of the ring gear and pinion gear on the side bearing part of thedifferentia' case shim is a point that you do not use more than the thic(ness of the bac('ash remova'%.

19 a measure of the bac('ash9 the 'eft and right of the oint is fied )ith a finger9 p'ay 'ess )hen you turnthe pinion gear9 so around 'ight'y.

eact bac('ash 'though it is troub'esome because it does not understand and not assemb'ed )ith

scre)s the differentia' case9 and adust )hi'e in each case set =a'a?s. Fai'ure to do this9 crac( ring gear)hen the driving force is varied9 prob'ems such as gear is 'ic(ing occurs.

&hec( the bac('ash at the time of maintenance9 it is necessary to adust each time.

Stee" de) &ear

if you retrofit the engine to high output type and highCtor7ue type9 because the burden of diff gears

increases9 rep'ace to the sturdy stee' differentia' gear than rumigiya.

The advantage of using a stee' gear9 not on'y increase the strength and durabi'ity9 accuracy is high and

drive system rotationa' resistance of sma''er for shaving compared to rumigiya9 a'so has the effect of'o)ering the driving 'oss.

The tightening of the ring gear9 do not s'ac( occurs )hen you use a scre) )ithout a tapping scre)

supp'ied.I9 OR R& he'icopter parts for Goint ba'' = @* 6 #0%2 ,000*G of PR8P8 )as used.

B S$ooth de) wor,!n&operation of the differentia' a'so the behavior of smooth it is in the corner I )i'' be easy to run stab'e.

The a'uminum efube =erugiya and differentia' pinion gear of (it standard not on'y )or(ing )ith the

change in stee' becomes a smooth9 durabi'ity a'so up.

Parts needed for this is the fo''o)ing t)o points.

#9 stee' beve' gear F>W#!%


25/36

*9 stee' differentia' pinion set F>W#1%

B ?ard d!))erent!a" #ase F@W2burden on the diff9 such as )hen you secure the rear tire of grip you can use a high output of the engine

)i'' increase.Stee' def gear set differentia' case and be rep'aced in is rib of the resin case is damaged )hen received a

)hi'e he and the driving reaction force of resin )i'' no 'onger operate diff is.

Eou can avoid the troub'e of the drive system shou'd incorporate a hard differentia' case for a time 'i(ethis.

nd that paint the bus course the mating surface for oi' 'ea(age prevention during assemb'y9 so that youpaint the scre) 'oc(ing agent to prevent 'oosening of the fastening scre).

Jeft2 :ard + Right2 8rigina'

B to "o#, the d!))erent!a" !n the d!))erent!a" "o#, +"ayWhen you set a non stiffer in the front you )i'' be ab'e to run in a stab'e manner.ifferentia' oi'9 you can adust the front compared to the rear in ba'' diff in stiff9 but I 'oc(ed the front differentia' using the differentia' 'oc( c'ay to

ta(e the p'unge.

Eou can ma(e a diff that is other thing 'oc( a'so to incorporate a rigid a'e A*10#% of the differentia' 'oc( c'ay.

B )ront one;way d!))

or the front differentia' to oneC)ay To aim a smooth Tain in the corner9 it is effective to embed center oneC)ay or viscous coup'ing.

#9 the front oneC)ay W1###%

*9 the oneC)ay disc ho'der !A$$$C04%!9 viscous coup'ing F>W*$%

B Se"e#t!on o) de)

ran )ay9 and then se'ect the diff depending on )here you run.SuperTen combination of differentia' that can be se'ected in the FW04 is four )ays2.


26/36

Front Rear

=ase -iyadefu -iyadefu

&ourse

change in ho) to run

-iyadefu =a'' diff

=a'' diff -iyadefu

=a'' diff =a'' diff

B dr!(e sha)t

is the drive shaft for the FW04.

From the top9

#9 Dorma'*9 Team Po)er universa' oint $A1 0#4%!9 universa' s)ing shaft F>W1!%

49 universa' drive shaft for FW04 &ross2 W10-P%

B the rear #enter sha)t )ront #enter #han&e the sha)tto the rear center shaft of the origina' there )i'' be oint bet)een the rear differentia'.

When this oint is to )ear9 may have to fa'' off )hi'e driving9 you )i'' state that does not acce'eratesudden'y become a front drive state.

8rder to prevent this9 I )i'' change from the specification of the rear center shaft / oint in the front centershaft F>$1% / oint cup 8T1%.


27/36

To content

#an *e $ounted en&!ne to Superen FW04 e-#erpt

3ngine isp'acement =ore Stro(e 8utput @a rpm Weight 3haust format

8SFSC*$SC&

4.4#cc #".1mm #$.4mm 0.1ps **9000 *4*.1g 4st

8S

#1 &LCR*.4Acc #1.*mm #!.,mm #.*ps !$9000 #A1g *st side ehaust

8S

#1 &L :yper*.4Acc #1.*mm #!.,mm 0.$"ps !09000 *$$g *st side ehaust

8S#*TR P% CT

*.##cc #4.0mm #!.,mm #.!ps !"9000 *#0g *st rear ehaust

8S

#*TR*.##cc #4.0mm #!.,mm #.#ps !$9000 *#$.1g *st rear ehaust

8S

#* &LCR*.##cc #4.0mm #!.,mm #.0ps !$9000 *00g *st side ehaust

8S#* &L :yper

*.##cc #4.0mm #!.,mm 0.1$ps !09000 *##g *st side ehaust

8S

&>#*&>*.##cc #4.0mm #!.,mm 0.1$ps !09000 #A0g *st side ehaust

8S

#*J*.##cc #4.0mm #!.,mm 0.1$ps !09000 *,!g *st side ehaust

8S#0FPC=

#.,$cc #!.4mm #*.4mm 0.*,ps #"9000 #4#g *st side ehaust


28/36


29/36

B Kyosho downy Suparu #"ut#h 3 A2

is a c'utch of options that have been re'eased from Kyosho.:ave been changed materia' is from the c'utch of (it standard9 'ong time is 'ess )ear and be used9 there is

a feature of the shift is not such as meat timing.

This c'utch shoe is for * speed.

B %d9ust the $eat t!$!n& !n the #"ut#h spr!n&to change the c'utch meat timing9 you have the fo''o)ing t)o )ays.

#9 use the c'utch spring hard A* ,4#%

*9 to 'ighten the c'utch shoe

I )i'' use the c'utch spring hard A* ,4#%9 has a termina' of spring #mm shorter.

B de(!sed en +on "!n,a&e3n &on 'in(age9 so an important part in order to contro' the engine and assemb'ed )ith care to the

fo''o)ing points.

#9 add a )asher to return spring end of the enC&on 'in(age9 spring )as to prevent @eri(oma in the ho'der.=is rod ho'der portion )as fied in 'oose ny'on nut so that it is not fa''ing.

*9 I added a rubber band to the thrott'e portion so as not to runa)ay )hen off the thrott'e returnimprovement and 'in(age.


30/36

B pre(ent "oosen!n& o) the e-haust $an!)o"d

a threaded portion of the ehaust manifo'd shuff'e in @! tap9 you can add the 'oc( nut after tightening in@! 6 *1 bo't.

This )i'' never 'oosen from the ehaust manifo'd fiing scre)s in the vibration of the engine.

B #apt!(e o) the s!"en#er

because si'encer in crash9 etc. deviates from the oint tube9 I bonded )ith =asu(o(u.

This muff'er stay is no 'onger that muff'er is out even me.

B Lower the en&!ne $ount!n& pos!t!on

to reduce the mounting position of the engine 'o) mount%9 you )i'' need the fo''o)ing parts.

In the case of #9# speed#%9 'o) height engine mount F>W$0%

*%9 high ba'ance f'y)hee' F>W$#%

In the case of *9* speed#%9 'o) height engine mount F>W$0%

*%9 high ba'ance f'y)hee' F>W$*%

B p!"ot sha)t sha)t type o) en&!ne o)

pi'ot shaft type of engine to be mounted a 8S #*TR P%9 #1&LR P% etc.% you )i'' need the fo''o)ing


31/36

parts.

#9 'o)Cheight engine mount P% F>W$!%*9 high ba'ance f'y)hee' P% F>W$4%

!9 pi'ot nut F>W$1%

B !nsta""at!on o) 3B #"ut#h @00the fo''o)ing parts )i'' be re7uired if you are insta''ing a ! c'utch.

#9 'o)Cheight engine mount P% F>W$!%*9! c'utch set L>0A0%

!9,@m )asher

uring assemb'y9 I )i'' need9 such as the fo''o)ing processing.

#9 and put you in front of the entire c'utch and put the ,mm )asher bet)een the norma''y partnering the

engine and f'y)hee' because the chassis and the f'y)hee' is interference.*9 engine mount )i'' use the 'o) height engine mount P% F>W$!%9 but you put a shim about #mm%

bet)een because f'y)hee' is too 'edge from )hen this state chassis mounts and engine.

It is a'so can be mounted in the engine mount of norma'9 but that engine can not be started )ithout

f'y)hee' hit the rubber ring of starter.

thing sma''est in the pinion gear that can be attached to the c'utch be'' When e7uipped )ith a ! c'utch)i'' be #1+#A.

If you )ant to put the pinion of #4T in ! c'utch9 you can use the #4+#A of the pinion When you divertthe ad Termina' c'utch be'' W10!% that has been re'eased from the &R8SS.

B rear e-haust o) en&!nes o)

the order to mount the rear ehaust of an engine 8S #*TR etc.%9 the ehaust manifo'd for ,*#0$#$0 For#*TR + Super #0 c'ass% that has been re'eased from the 8S is re7uired.


32/36

es they did make an sg flywheel for the super10,.. there are at least 2. Part number 39523, and 39524 listed for 2speed!. "hese flywheels along with mounts 39522 allowed you to run a big blo#k 15. $ot sure if those flywheels will

work with the small blo#k mounts as they were designed to be used with a prop washer.

To content

4 "!st o) !nsta""ed

eCu!pped w!th )our;stro,e en&!ne FS2S;+

JetMs e7uipped )ith a fourCstro(e engine When you get tired of the sound of the t)oCstro(e engine.

Is not pea(y of about t)oCstro(e9 but I ma(e the airy ran in a uni7ue ehaust note and f'at tor7ue.

The entire atmosphere9 'oo(s 'i(e the right photo.

When the si'encer is compared to that of the t)oCstro(e engine for the s'ender9 it might not be a 'itt'e fee'po)erfu' is ... .

#%9 parts (ind that )as used in order to be mounted on SuperTen FW04 a fourCstro(e engine9 is as

fo''o)s.

4Ccyc'e fitting (it F>W!0%C4 stri(e for si'encer F8R@2 DF*!% N thing of photo

C4 stri(e for si'encer FC*0002 8S%4Cstri(e for 'ight)eight c'utch shoe F8R@2 D:#AJ%

Cpinion gear J8W N *#T + :I-: N *1T9 J8W N **T + :I-: N *$T combine spur gear is 8K J8W N

4# + :I-: N !, in the standard gear of t)oCstro(e9 the (it comes )ith a pinion of J8W N *09 :I-: N *4you.&oo'ing fan !A $4#2 attaches direct'y those of FW0!%

)as re'eased as FS*$SC& fitting (it from F8R@have been9 here it is profitab'e because 'argeCcapacityc'utch shoe for 4 stri(e is standard e7uipment.
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33/36

*%9 )e have devised the thrott'e + bra(e 'in(age so that it can be e7uipped )ith a t)oCstro(e engine and

fourCstro(e engine a'ternate'y.=ra(e )i'' 'ayout to pu'' diagona''y )ithout changing the 'ength of the 'ever.

Thrott'e )as straight 'ayout by adding !mm rod end to the carburetor side of the thrott'e 'ever.Though it is a'so a diagona' prob'em9 because the absorption in the carburetor thrott'e 'in( to bend so

press the servo on the side to open the thrott'e9 straight person )i'' ensure the opening and c'osing of the

thrott'e va've.

!%9 the fue' 'ine is the 'ayout through the engine side9 there is a possibi'ity to cause vapor 'oc( or

perco'ation heat generated by the engine and care to avoid contact )ith the engine.

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SuperTen FW04: point of suspension settings
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34/36

TOP

In7uiry about this pagebu''etin board.. p'ease.

SuperTen FW04 IMve described the specific adustment method.

&hanges in the steering characteristics due to suspension setting is9 Kno)C:o)I have been described in the.

a straight 'ine is dra)n on a f'at tab'e or on the board9 a'ign the center of the chassis9 the 'eft and right )hee's

of the front + rear )hich does not have a tire is best% to adust the vehic'e )idth at the termina' of. t this

time9 I )i'' define the )idth at the termina' beneath the )hee' nut%

&ar )idth **0mm in the case of the photo the sca'e is Written in the 'eft and right of the )idth%9 In the photo

at this time is 8K be adusted in a state in )hich the off a'though )ith damper.

To adust snug'y to the vehic'e )idth in the 'eft and right is the important in order to ensure the straightness.

dust do)n stop rebound% is9 on the front + r ear both the set scre) of the suspension arms is done byadusting the 'ength that ump out from the suspension arms.

@easurement point is the 'o)er of the suspension arms damper mounting points of the front + rear both.8K is a'so to measure point to the bottom side of the hub carriers damper mounting point 'o)er and the

measured va'ue is there is a difference about *mm%.

nd by the time of measurement9 do)n stop rebound% is measured at the position )here the suspension arms

fe'' most.

t this time9 the damper and stabi'i?er as suspension arms move to free you can ma(e Remove In the photo9remove the Roi side of the damper9 stabi'i?er has a fied part in free%.

Photo9 sho)s that do)n stop rebound% is !.1mm in )hat is measured in the hub carriers under side.
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35/36

When toe ang'e adustment is finished9 turning ang'e of the 'eft and right by moving the Propo )i'' chec( the

same thing can visua''y%.

SuperTen because it via a 'in( from :oste''ing servo to center I )i'' adust the 'ength of the tie rod to the 'eftand right sides the same 'ength.

Eou can adust the 'ength of the steering servo re'ay rod to be the toe ang'e of aim in after issuing the neutra'rod that connects the steering arm and the steering servo%.


36/36

It becomes a factor in steering ang'e changes of 'eft and right steering servo neutra' position shifts.

Fina''y I )i'' adust the camber ang'e.

bove9 the adustment of the a'ignment is a'most comp'eted. Fina''y9 ma(e sure that the vehic'e height9 toeang'e9 it is the adustment va'ue to measure the camber ang'e again.

&ar )idth9 height9 toe ang'e9 camber ang'e is re7uired each c'ose'y re'ated Together one other changes% that

repeated'y confirmed many times because it is in.

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Original textKyosho SuperTen FW04 Kyosho SuperTen FW04

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Documents

KYOSHO SuperTen FW04