Ian's TT Base setup:

·          GRP treaded tires 45 front, 45 rear

·          TT stock alum. front and rear rims

·          TT stock alum. chassis plates

·          Front forks internal springs stretched

·          NF steering springs no preload

·          Lengthen front forks 4mm

·          Bearing holders mounted to middle holes

·          K & S music wire 3/32”D crash bars sized so fairing doesn’t scrape at full lean while forks turned

·          No steering dampener installed

·          No front brake unit installed

·          Rear shock: Mugen 7000wt. diff oil

·          Rear shock standard kit provided preload spacers

·          Gearing: stock gearing

·          Chain tension loose such that top part of chain barely clears touching the swingarm

·          TT kit plastic rider

Ian's TT Preferred setup (in addition to above):

·          TT alum. rear rim and CNR delrin front rim

·          TT alum. main plates and CNR carbon double servo and carbon rear plates

·          Rear shock: extra 1/10^th touring car spring inside of spring

·          Rear shock: Mugen 7000wt. diff oil w/shock reservoir

·          NF alum. triple clamps

·          NF Steering dampener w/2 o-rings

·          NF front brake unit: set F/R brake bias to 60/40

·          Gearing: CNR 25T sprocket, all other gears stock

·          NF lexan rider

Notes:

·          Adjust radio trim to ensure servo horn at 90 degree angle; then adjust all steering trim and left/right bias with spring collets

·          Tighten lay shaft setscrews, front axle screws, layshaft bearing holder screws, and fork top screws before each run

·          Frequently check condition of rear wheel bearing spacer (lodged in between bearings)

·          Compressed air on chassis and motor frequently, oil all bearings every 10 runs

·          Adjust steering trim by moving collets first, then fine-tune with transmitter

·          Tighter steering springs = faster response but when cornering bike will want to upright itself and harder to turn tighter since you have to steer it perfectly

·          Smaller rake angle = faster response but loss in steering stability

·          Higher rear shock position = less rear grip

·          Steering shock can be used to eliminate remaining head shake but could transfer shake to rear end in the process (can also remove shake by tightening steering springs)

·          Higher front/rear mounting position decreases grip at that end