XRAY - Model racing cars

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 Post subject: Re: Q & A With the U.S. Racing Team
PostPosted: Mon Jun 28, 2010 15:23:22 
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Location: Belleville IL.
There was a "discussion" (argument) this weekend on proper care and use of the air cleaner on my XT8-09. My stance was that an air filter could be cleaned and re-used with no problems as long as it was cleaned good and oiled properly. Therein was the argument: How much oil to use, what kind, and wether or not to oil the pre-filter.

I would appreciate hearing what you team drivers do to maintain the filters or if you feel they are a one-use type of product.

My method is to clean the foam good with carb cleaner and then soap and water; rinsed thoroughly. I then place them in a sandwich bag and spray K&N air filter oil inside the bag and massage the oil into the foam. Just prior to installation I mash out most of the oil in the foam in BOTH elements of the filter and install.

My method was not approved by the guy I was running with this wekend.
His method is to oil the inner element only, and he places his elements under something heavy, wrapped in a paper towel, to remove all of the oil he can leaving a slight residue.

So, please settle this "discussion" for us. I understand this is not an XRAY specific question. However, the team drivers of the best equipment oughta know this.....or at least have an opinion. Thanks.


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 Post subject: Re: Q & A With the U.S. Racing Team
PostPosted: Mon Jun 28, 2010 19:02:02 
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Congrats to the XRAY team during the 2010 ROAR Nats... It's nice to see XRAY in the finals for both buggy and truggy.

Josh Wheeler - could you post your setup sheets from the 2010 ROAR Nats for both Truggy and Buggy... Thank you


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 Post subject: Re: Q & A With the U.S. Racing Team
PostPosted: Mon Jun 28, 2010 21:01:49 
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Location: Houston, TX
jrc wrote:
There was a "discussion" (argument) this weekend on proper care and use of the air cleaner on my XT8-09. My stance was that an air filter could be cleaned and re-used with no problems as long as it was cleaned good and oiled properly. Therein was the argument: How much oil to use, what kind, and wether or not to oil the pre-filter.

I would appreciate hearing what you team drivers do to maintain the filters or if you feel they are a one-use type of product.

My method is to clean the foam good with carb cleaner and then soap and water; rinsed thoroughly. I then place them in a sandwich bag and spray K&N air filter oil inside the bag and massage the oil into the foam. Just prior to installation I mash out most of the oil in the foam in BOTH elements of the filter and install.

My method was not approved by the guy I was running with this wekend.
His method is to oil the inner element only, and he places his elements under something heavy, wrapped in a paper towel, to remove all of the oil he can leaving a slight residue.

So, please settle this "discussion" for us. I understand this is not an XRAY specific question. However, the team drivers of the best equipment oughta know this.....or at least have an opinion. Thanks.



I oil the inner and outter with Bel Ray motorcyle oil, I think its the same as the AE oil. I place the filter in a zip lock bag, apply oil, make sure the filter is staurated and then I put it in a paper towel and squeeze out all the access oil. I squeeze it enough to where there is no oil able to run down the elbow or get sucked into the engine.
http://butlerbrothersmx.hookit.com/memb ... 4107bd3468

You can clean the filters and some like JP-1 and Kal-Guard provide foam filter cleaners so you can reuse the filter. I do it myself sometimes but you may change to a new filter after about 2-3 cycles.

Let me ask, have you ever had problems with dirt getting into your engine the way you do it? If not then how could it be the wrong way.


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 Post subject: Re: Q & A With the U.S. Racing Team
PostPosted: Mon Jun 28, 2010 22:17:55 
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Location: Belleville IL.
Jason Branham wrote:
Let me ask, have you ever had problems with dirt getting into your engine the way you do it? If not then how could it be the wrong way.


No, sir, not so much a problem with dirt in the engine. It was more about having too much oil on the outer element causing it to clog up prematurely. My friend does not oil his outer element for that reason. Thinking it helps the engine to breathe better yet still have the protection. And, also, what you mentioned as having too much on the inner element that "could" get into the engine.

Thanks for the reply. Im thinking I have been a little generous with the oil but have always heard better too much oil than too little...


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 Post subject: Re: Q & A With the U.S. Racing Team
PostPosted: Tue Jun 29, 2010 23:29:56 
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heck ya.....an engine will run better on filter oil than on dirt :lol:


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 Post subject: Re: Q & A With the U.S. Racing Team
PostPosted: Wed Jun 30, 2010 13:19:50 
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Jason Branham wrote:
razo125 wrote:
What shocks are these? And whats the difference compared to Xrays?

http://gallery.neobuggy.net/2010-Races/ ... JpDwR-A-LB


They are not Xray....they are Kyosho.



Dear Jason,

What are the main advantages using Kyosho Mp9 shocks on yours Buggies ?

Although they perform well giving a good result on the track, I always had mixed feelings about the stock shocks (I haven't tried yet the new pistons #358034)

Regards,


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 Post subject: Re: Q & A With the U.S. Racing Team
PostPosted: Wed Jun 30, 2010 14:58:38 
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anthony_c wrote:
Jason Branham wrote:
razo125 wrote:
What shocks are these? And whats the difference compared to Xrays?

http://gallery.neobuggy.net/2010-Races/ ... JpDwR-A-LB


They are not Xray....they are Kyosho.



Dear Jason,

What are the main advantages using Kyosho Mp9 shocks on yours Buggies ?

Although they perform well giving a good result on the track, I always had mixed feelings about the stock shocks (I haven't tried yet the new pistons #358034)

Regards,



Anthony, I don't know, I have not tried them. Maybe Josh will see this and chime in on that.

I have however been playing with our shocks and leaning away from the normal lately. Instead of trying endless piston and oil combonations to try and get the silver springs to work I have gone to a new theory. For me I want the car to be responsive, jump better, LAND BETTER!!!, take rough conditions better....you know. So in order for the car to land better you need to find the best pack set-up which usualy means smaller piston hole and heavier oil, right? But you can't go to heavy because the rebound becomes to slow to handle rough, bumps, etc....

I am now thinking that the Silver springs (that come stock in the kit) are not our best option for our shock set-up. As of right now I'm running the pink/purple springs in the front and light blue/dark blue in the rear. What this is allowing me to do is run the smaller hole and heavier oil that I want to for pack but yet with the stiffer spring tention its allowing the shock to rebound quick enough to handle all the other conditions a track can throw at you.

I have been running this way for the past couple of weeks and I really like it so far!

It makes sense to me, what do you guys think?


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 Post subject: Re: Q & A With the U.S. Racing Team
PostPosted: Wed Jun 30, 2010 20:14:50 
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Jason Branham wrote:


I am now thinking that the Silver springs (that come stock in the kit) are not our best option for our shock set-up. As of right now I'm running the pink/purple springs in the front and light blue/dark blue in the rear. What this is allowing me to do is run the smaller hole and heavier oil that I want to for pack but yet with the stiffer spring tention its allowing the shock to rebound quick enough to handle all the other conditions a track can throw at you.

I have been running this way for the past couple of weeks and I really like it so far!

It makes sense to me, what do you guys think?



Hi!

When you say smaller piston holes - is it 1.3 or even smaller? And what weight on the oil would be good to start with? I would like to test the same as I am training on a very bumpy track with not to high jumps but some are long and the chassi slams through when landing. For the moment running 1.5 pistons and 600cSt front and 500cSt rear to match the bumpy sections better than the jumps.

/Patrik


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 Post subject: Re: Q & A With the U.S. Racing Team
PostPosted: Wed Jun 30, 2010 20:37:36 
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PAX wrote:
Jason Branham wrote:


I am now thinking that the Silver springs (that come stock in the kit) are not our best option for our shock set-up. As of right now I'm running the pink/purple springs in the front and light blue/dark blue in the rear. What this is allowing me to do is run the smaller hole and heavier oil that I want to for pack but yet with the stiffer spring tention its allowing the shock to rebound quick enough to handle all the other conditions a track can throw at you.

I have been running this way for the past couple of weeks and I really like it so far!

It makes sense to me, what do you guys think?



Hi!

When you say smaller piston holes - is it 1.3 or even smaller? And what weight on the oil would be good to start with? I would like to test the same as I am training on a very bumpy track with not to high jumps but some are long and the chassi slams through when landing. For the moment running 1.5 pistons and 600cSt front and 500cSt rear to match the bumpy sections better than the jumps.

/Patrik



Patrik, I am currently running the 1.2x8 hole pistons, front and rear.

With the temperature hovering around 95 degrees here is my shock set-up as of now.

Front - 1.2x8 piston, 800 cps, purple spring.
Rear - 1.2x8 piston, 750 cps, light blue spring

When I build the shock it feels really thick but because the spring is stiffer it almost moves, rebound wise, the same as if I were running thinner oil, bigger hole piston and thinner spring. Now is there overboard? I'm sure there is but I'm going to play with this more to find the best happy medium.


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 Post subject: Re: Q & A With the U.S. Racing Team
PostPosted: Sat Jul 03, 2010 00:00:00 
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Location: SRS, NitroPit, ET Motorpark
Jason Branham wrote:


I am now thinking that the Silver springs (that come stock in the kit) are not our best option for our shock set-up. As of right now I'm running the pink/purple springs in the front and light blue/dark blue in the rear. What this is allowing me to do is run the smaller hole and heavier oil that I want to for pack but yet with the stiffer spring tention its allowing the shock to rebound quick enough to handle all the other conditions a track can throw at you.

I have been running this way for the past couple of weeks and I really like it so far!

It makes sense to me, what do you guys think?

Patrik, I am currently running the 1.2x8 hole pistons, front and rear.

With the temperature hovering around 95 degrees here is my shock set-up as of now.

Front - 1.2x8 piston, 800 cps, purple spring.
Rear - 1.2x8 piston, 750 cps, light blue spring

When I build the shock it feels really thick but because the spring is stiffer it almost moves, rebound wise, the same as if I were running thinner oil, bigger hole piston and thinner spring. Now is there overboard? I'm sure there is but I'm going to play with this more to find the best happy medium.


Is that overboard? I can't answer that, but it sounds like a good theory. IMO nothing is overboard when your testing. You try stuff and exaggerate the change so its easier to see if the change moves you in the right direction. If it does, than you can fine tune from there...

I try stuff all the time. Some work, most don't but if you don't try it your stuck with a bunch of theories. I like to look at the idea of trying new stuff as answering the question. Does it work? Yes or no.... that way you don't need to theorize.

Good stuff, keep it coming. :)


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 Post subject: Re: Q & A With the U.S. Racing Team
PostPosted: Sat Jul 03, 2010 13:26:49 
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Jason do you run the active diffs in either the buggy or truggy or both, do you find an advantage with them or do you prefer the standard diffs with oils to suit.


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 Post subject: Re: Q & A With the U.S. Racing Team
PostPosted: Sat Jul 03, 2010 14:39:51 
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blade954 wrote:
Jason do you run the active diffs in either the buggy or truggy or both, do you find an advantage with them or do you prefer the standard diffs with oils to suit.



I do not run it much in buggy because it makes the car a little too twitchy for me. I run the standard diffs in the car usualy with 5-5-3. I did however install the 41 overdrive gear and plan to run it next to see what it can do. I really liked running the overdrive gear in the EC.

I run it always in my truck. The trucks reaction is slower than the buggy so I can handle the diff better and I like all the steering it provides for my truck. My diff set-up for truck 7-10-5


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 Post subject: Re: Q & A With the U.S. Racing Team
PostPosted: Sat Jul 03, 2010 15:25:07 
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Its too bad there isn't video depicting an XT8 with an active diff versus without. I know its most likely a "feel" thing that may not show up on a video, but I would like to see one in action to determine if I need it or not. Im still not quite sure what it even does. I had always been told the two drive differentials HAD to be the same ratio or things just wouldn't work correctly.


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 Post subject: PANTHER KOMODO DRAGON 2
PostPosted: Fri Jul 09, 2010 05:59:01 
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Any feedback on these tires Jason? I bought a pair mounted for cheap and used them once and they feel great...just wanna get others feedback on them.


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 Post subject: Re: PANTHER KOMODO DRAGON 2
PostPosted: Fri Jul 09, 2010 14:26:19 
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tonyv2382 wrote:
Any feedback on these tires Jason? I bought a pair mounted for cheap and used them once and they feel great...just wanna get others feedback on them.



No sir, I race for Pro-Line.


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 Post subject: Re: Q & A With the U.S. Racing Team
PostPosted: Fri Jul 09, 2010 16:18:21 
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I remember the Panther tires working on looser, loamier tracks. They tend to have thicker carcasses than other brands, as well as stiffer rubber compounds so as the track gets drier and harder, they don't work so hot. But with this thick carcass and hard compound they work VERY well on the softer, looser surfaces or when the track gets blue-grooved and has HUGE amounts of grip.

Another great thing about Panther tires is if you dig around on the internet, you can find large amounts of them for REALLY CHEAP.


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 Post subject: Re: Q & A With the U.S. Racing Team
PostPosted: Fri Jul 09, 2010 16:28:00 
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jrc wrote:
Its too bad there isn't video depicting an XT8 with an active diff versus without. I know its most likely a "feel" thing that may not show up on a video, but I would like to see one in action to determine if I need it or not. Im still not quite sure what it even does. I had always been told the two drive differentials HAD to be the same ratio or things just wouldn't work correctly.


The Active Diff lets you run a lighter oil in the diff to get more turn in, and the mechanics inside the diff will make the diff tighten on power, so it's like running lower oil in the front diff for offpower steering and running higher oil for onpower steering in the same diff.

I would never say you HAVE to run something a certain way... The practice of overdriving the front end is very common in racing, RC and full scale.

We have started running the 41T in the 808 again with a different diff oil setup with a great deal of success.

The NT1 and many nitro onroad cars are also overdriven as well. People also true down their tires and cut a couple millimeters difference between the front and rear tires to create an overdrive effect as well.


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 Post subject: Re: Q & A With the U.S. Racing Team
PostPosted: Fri Jul 09, 2010 17:03:15 
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Thanks Rocco. There is a lot of information to try and digest with these cars. HAving been a pure-d basher for the last ten years I have been complacent about learning the science of suspension and drivetrain adjustments.
Ultimately, it would be real cool to be able to go "somewhere" and work with some of you guys one-on-one who know these things. I, personally, am better at hands-on learning than trying to read from a book or forum and then apply the information to my car. Unfortunately not many in my area have Xray equipment for me to pick it up at my local track.


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 Post subject: Re: Q & A With the U.S. Racing Team
PostPosted: Fri Jul 09, 2010 19:40:08 
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No problem at all! The best thing to do is run as much as possible and always try things out. I am the same kind of learner you are, I don't like reading, I just do... I may find out the hard way, but I actually learn it, not just come to know it haha.

Just set time aside at the track instead of just driving lap after lap after lap etc, sit down make a change. Go back out, see if you can feel what it did. Start with the big changes first to start tinkering. Lighten and thicken the diff oils and see how they work alone, then together with other diff oil weights. Then start moving shock angles, wheelbase, camber, springs, and on and on with the big changes. Once you get a feel of what does what with the bigger changes, then start fine tuning.

This is a daunting, time consuming, significant other displeasing task, but if you want to learn, this is how it's done!


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 Post subject: Re: Q & A With the U.S. Racing Team
PostPosted: Fri Jul 09, 2010 19:45:54 
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Rocco for Janitorial Counsel President!!! :lol:


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