X-6 Cubed Tuning Guide

K 030 X – 6 Cubed
Instruction Manual v1.0
Tuning Section Page 44
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racing lines, while the rear end stays more planted. Watch out that you don’t slam into
the motor guards of other cars through the infield!
The initial disadvantage of the mid-motor concept was a lack of forward bite out of
corners, especially on slick tracks. X Factory designed the 4-gear transmission to solve
this problem: by turning the motor so it rotates in the same direction as the wheels, the
motor itself helps transfer weight to the rear under acceleration, dramatically increasing
forward bite. Further, the XF Team has put a lot of work into set-ups, developing cars
that often have more rear bite than our competitors!
The starting set-up in this manual has several features that add rear traction; these help
ease the transition to driving a mid-motor car. As part of this the U.S. starting set-up
runs the rear arms and hubs all the way forward. You can also try the 4
o
toe-in bar for
additional forward bite. As you become more familiar with the car, you may find yourself
surprised to be searching for steering. Read through the rest of this Tuning Section;
check set-ups posted by Team drivers and other Family members on our website, and
feel free to post questions about your car on X Factory’s FB page. We love talking
about this stuff!
TIRES
Tires are the most important tuning element by far: they’re the car’s only connection to
the ground, and all other suspension or chassis changes must act through them. That
said, tires are obviously very track- and condition-specific, so there’s not much we can
tell about them here. If you don’t already have the right tires for your local tracks, see
what the fast guys there are running. That’s usually it.
SLIPPER AND DIFFERENTIAL
In the Race Prep section we described breaking in your diff, adjusting it, and how to test
your slipper clutch. Now, a few words about setting them! The diff and slipper can have
a big impact on how your car corners and lays down the power.
The slipper clutch allows some ‘give’ in the driveline, which both protects the rest of the
driveline from shock loads and takes the edge off the car in the high-torque range of the
motor’s rpm. Off the line and out of corners the slipper will slip some, just as its name
implies, which helps prevent wheelspin and lets the car hook up. On slippery or looser
tracks, we generally run a ‘looser’ slipper: back the nut off so that, when checking on the
bench, the front end barely rises off the table. As traction comes up, you can tighten the