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RC Pill Insert Calculator
Need help understanding how your suspension mount pill inserts actually work?  Use our handy suspension geometry calculator to see what they do and what impact changes to them will have.

The calculator is designed for inserts with 17 or 25 possible pin positions - a center position with 0.5 and 1.0 adjustments in each direction. These inserts provide 9 possible values for toe, anti-squat, pin width, and pin height. We do not list actual values for toe or the other settings because they vary by car, but you can see which of the 9 values for each setting you are using. The relative changes are what matter.

To learn how toe-in, anti-squat, pin width, and pin height affect handling, see our setup tips at the bottom of the page.

Set Pill Inserts Here

(front or rear of vehicle)
Current Front Inserts
Inside
Insert:
0 - center
Current Rear Inserts
Inside
Insert:
0 - center
New Front Inserts
Inside
Insert:
0 - center
New Rear Inserts
Inside
Insert:
0 - center

See Geometry & Change Impact Here

Toe-in (rr) / Sweep (fr)
-4
-3
-2
-1
0
1
2
3
4
+ toe-in
+ sweep
- toe-in
- sweep
Anti-squat (rr) / Anti-dive (fr)
-4
-3
-2
-1
0
1
2
3
4
- anti-squat (rr)
+ anti-dive (fr)
+ anti-squat (rr)
- anti-dive (fr)
Pivot width / Track
-4
-3
-2
-1
0
1
2
3
4
narrower
wider
Pivot height / Roll Center
-4
-3
-2
-1
0
1
2
3
4
lower
- roll center
higher
+ roll center

Setup Tips & Definitions

Toe

Toe measures the angle of the wheels compared to straight ahead when viewed from above.  Negative toe angles indicate toe-in (wheels point inward) while positive toe is “toe-out” with the wheels pointing outward.

More front toe-in

    More on-power steering

More front toe-out

  • More off-power steering
  • More initial turn-in
  • Smoother on-power

Less rear toe-in

  • Less forward traction
  • More high-speed stability
  • More rotation in turns
  • Generally suitable for high-grip tracks

More rear toe-in

  • More forward traction
  • Less high-speed stability
  • Less rotation in turns
  • Generally suitable for low-grip tracks

Toe-out should generally be avoided in the rear.

Anti-squat

Anti-squat angle (aka "anti-dive") is the angle at which the suspension pins are tilted upward at the front when viewed from the side of the car.  0 degree anti-squat indicates the pins are parallel with the chassis.  

More anti-squat

  • More forward traction
  • Less “squat” (dropping of the rear end under acceleration)
  • Less on-power steering

Less anti-squat

  • More on-power steering
  • More stable in corners

Pivot Width

Pivot width, or pin width, is the distance between the lower suspension arm pivots where they attach to the bulkhead.  It is usually set with the lower suspension arm mounts (often known as C/D mounts or RF/RR mounts).

Narrower rear pivots

    More stability under power

Wider rear pivots

  • More on-power steering
  • More stability in corners

Pivot width will also affect track width, unless shorter arms are used or the hubs are brought inward.

Track

Track width measures the overall width of the car.  It is usually adjusted by using different wheel hexes or using washers at the axle, but using different length suspension arms or changing the width of the suspension pivots will also affect track width.

Wider front track

  • Less grip
  • Slower steering response

Narrower front track

  • More grip
  • Faster steering response

Wider rear track

  • More rear grip
  • More high-speed steering
  • Reduces traction roll

Narrower rear track

  • More grip in tight turns
  • Less high-speed steering

Pivot Height

Pivot height describes the vertical position of the inner, lower suspension arm pins.

Lower pivot height

  • Lower roll center
  • More chassis roll

Higher pivot height

  • Higher roll center
  • Less chassis roll

Roll Center

In brief, roll center is a way to measure how eager the car is to lean into turns.  If you lower the car’s roll center, its chassis will roll side-to-side more, and that transfer of weight to the outside wheels creates extra grip on that side.

Lower front roll center

  • More chassis roll in turns
  • More side grip
  • More on-power steering
  • Generally suited for low-grip tracks

Higher front roll center

  • Less chassis roll in turns
  • Less side grip
  • Less on-power steering
  • Reduces traction roll
  • Generally suited for high-grip tracks

Lower rear roll center

  • More chassis roll in turns
  • More side grip
  • More on-power traction
  • Less traction under braking
  • Generally suited for low-grip tracks

Higher rear roll center

  • Less chassis roll in turns
  • Less side grip
  • Less on-power steering
  • Reduces traction roll
  • Generally suited for high-grip tracks

Changes to the lower suspension arm typically have a larger impact than changes to the camber link.

The roll center is affected by many different changes to the suspension, including camber link length, camber link ball stud locations, arm length, pin height, axle height, and others.


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