54LikesTeam Associated RC10 B5m Mid-Motor Thread
03-09-2017, 12:23 AM - Wikipost
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09-04-2015, 10:51 AM
Yes, you use the idler gear bearings in the V2 case with a V2 topshaft.
09-04-2015, 11:46 AM
So, off topic a bit, but I think you guys will have a better chance of knowing the answer / seeing the question. With the b5/m and b44.3 platforms, the v2 big bores have a smaller gland for the o-ring as we know. Additionally, AE changed the size of their red o-rings and now both the x-rings and red o-rings leak like crazy in V1 big bores. I've got some old V1 big bores that I am thinking of slapping on a worlds RC10 (although I may just put my spare V2 BB on it), and was trying to figure out what on earth I can use as an O-ring that won't have me soaking them overnight to swell up to a usable size?
09-04-2015, 11:51 AM
So, off topic a bit, but I think you guys will have a better chance of knowing the answer / seeing the question. With the b5/m and b44.3 platforms, the v2 big bores have a smaller gland for the o-ring as we know. Additionally, AE changed the size of their red o-rings and now both the x-rings and red o-rings leak like crazy in V1 big bores. I've got some old V1 big bores that I am thinking of slapping on a worlds RC10 (although I may just put my spare V2 BB on it), and was trying to figure out what on earth I can use as an O-ring that won't have me soaking them overnight to swell up to a usable size?
http://www.amain.com/rc-cars/traxxas...tra2362/p45156
09-04-2015, 01:32 PM
http://www.amain.com/rc-cars/traxxas...tra2362/p45156
(EDIT: Ninja'd by Dbowen!
)
09-04-2015, 02:26 PM
I'll buy a few sets and try them out. Those are cheap!
09-04-2015, 02:27 PM
The reason that there is V2 4 gear is the new topshaft. Should be the same.
09-04-2015, 07:16 PM
Tech Regular
Well said.
Akerman is very track dependent, and when you're on a surface where traction is an after thought, getting the car to square and get off the corner hard is the focus. This will also be determined by driving style, and power applied.
I liked the hard turn in the negative akerman gave me once I let weight transfer forward, it'd "plant" the car, and then I could immediately grab a hand full and have the car finish the corner WFO. We also talked about how I liked my electronics setup to allow the car to rotate more.
Wildcat drove my car, made it 1 corner and crashed. 2 more corners, crashed...said it was impossible to drive with so much steering.
When you're pushing the edge of the car, the tire, and the motor, more steering with a planted rear is very much welcome, as on a track where corner speed is low because of 180's, it allows you to get off the corner HARD.
If the track is very open and flowing, I see myself going to either zero or positive 1 akerman, or if I were a much slower racer, I could see how that setup would be very twitchy.
Personally, I'm super interested in Cav's nationals setup - it's completely off the map to what I understand (which is VERY little...).
Edit: I played around with the ghea pivot inserts and wide pivot around the time the 3 gear dropped, months before AE had anything available. I wasn't always impressed with how the car felt. Cav's setup definitely gives light to how to utilize the different rear pivot setup.
Akerman is very track dependent, and when you're on a surface where traction is an after thought, getting the car to square and get off the corner hard is the focus. This will also be determined by driving style, and power applied.
I liked the hard turn in the negative akerman gave me once I let weight transfer forward, it'd "plant" the car, and then I could immediately grab a hand full and have the car finish the corner WFO. We also talked about how I liked my electronics setup to allow the car to rotate more.
Wildcat drove my car, made it 1 corner and crashed. 2 more corners, crashed...said it was impossible to drive with so much steering.
When you're pushing the edge of the car, the tire, and the motor, more steering with a planted rear is very much welcome, as on a track where corner speed is low because of 180's, it allows you to get off the corner HARD.
If the track is very open and flowing, I see myself going to either zero or positive 1 akerman, or if I were a much slower racer, I could see how that setup would be very twitchy.
Personally, I'm super interested in Cav's nationals setup - it's completely off the map to what I understand (which is VERY little...).
Edit: I played around with the ghea pivot inserts and wide pivot around the time the 3 gear dropped, months before AE had anything available. I wasn't always impressed with how the car felt. Cav's setup definitely gives light to how to utilize the different rear pivot setup.
Socket, I would love to see one of you tighter track with high bite clay setups, curious to compare to what I have going right now and how it might feel on my local track.
09-04-2015, 07:27 PM
Well said.
Akerman is very track dependent, and when you're on a surface where traction is an after thought, getting the car to square and get off the corner hard is the focus. This will also be determined by driving style, and power applied.
I liked the hard turn in the negative akerman gave me once I let weight transfer forward, it'd "plant" the car, and then I could immediately grab a hand full and have the car finish the corner WFO. We also talked about how I liked my electronics setup to allow the car to rotate more.
Wildcat drove my car, made it 1 corner and crashed. 2 more corners, crashed...said it was impossible to drive with so much steering.
When you're pushing the edge of the car, the tire, and the motor, more steering with a planted rear is very much welcome, as on a track where corner speed is low because of 180's, it allows you to get off the corner HARD.
If the track is very open and flowing, I see myself going to either zero or positive 1 akerman, or if I were a much slower racer, I could see how that setup would be very twitchy.
Personally, I'm super interested in Cav's nationals setup - it's completely off the map to what I understand (which is VERY little...).
Edit: I played around with the ghea pivot inserts and wide pivot around the time the 3 gear dropped, months before AE had anything available. I wasn't always impressed with how the car felt. Cav's setup definitely gives light to how to utilize the different rear pivot setup.
Akerman is very track dependent, and when you're on a surface where traction is an after thought, getting the car to square and get off the corner hard is the focus. This will also be determined by driving style, and power applied.
I liked the hard turn in the negative akerman gave me once I let weight transfer forward, it'd "plant" the car, and then I could immediately grab a hand full and have the car finish the corner WFO. We also talked about how I liked my electronics setup to allow the car to rotate more.
Wildcat drove my car, made it 1 corner and crashed. 2 more corners, crashed...said it was impossible to drive with so much steering.
When you're pushing the edge of the car, the tire, and the motor, more steering with a planted rear is very much welcome, as on a track where corner speed is low because of 180's, it allows you to get off the corner HARD.
If the track is very open and flowing, I see myself going to either zero or positive 1 akerman, or if I were a much slower racer, I could see how that setup would be very twitchy.
Personally, I'm super interested in Cav's nationals setup - it's completely off the map to what I understand (which is VERY little...).
Edit: I played around with the ghea pivot inserts and wide pivot around the time the 3 gear dropped, months before AE had anything available. I wasn't always impressed with how the car felt. Cav's setup definitely gives light to how to utilize the different rear pivot setup.
09-04-2015, 07:56 PM
Heads up to those who tried my setup. There was a mistake on my setup sheet showing my rear inner brace using the outside camber link hole. I was using the standard hole. I don't know how it got selected incorrectly, but I noticed it today making minor changes to my sheet.
EDIT: New setup attached with correction. I also went back to -2mm+3mm on the rear brace due to finding a tire that really worked well when the track was loose. The car was too stuck when I wanted it to rotate at that point, so I raised the rear RC a little and got the best feel across the tires I have to run as the track changes. It's really nuts when the track gets a moist groove at night and we can throw on electrons, especially when running blockades earlier because it was loamy. We have very dynamic traction depending on the moisture and sun when running outside.
EDIT: New setup attached with correction. I also went back to -2mm+3mm on the rear brace due to finding a tire that really worked well when the track was loose. The car was too stuck when I wanted it to rotate at that point, so I raised the rear RC a little and got the best feel across the tires I have to run as the track changes. It's really nuts when the track gets a moist groove at night and we can throw on electrons, especially when running blockades earlier because it was loamy. We have very dynamic traction depending on the moisture and sun when running outside.
Last edited by Razathorn; 09-04-2015 at 11:36 PM. Reason: Attached new setup
09-05-2015, 06:58 AM
Tech Regular
Fasttrak, I am using positive ackerman as the inside tire turns in hard wile the outside goes straight and Anti-ackerman or negative as the outside wheel turning while the inside goes straight. ( I actually thought this was never done, until I read full size F1 use it to control tire wear.)
I got this theory from researching full size car ackerman settings online. I don't know if it's the "r/c" method as Socket seems opposite.
To understand the B5M turn the wheels slow and watch them. I think the steering rack geometry adds very little ackerman near center (or negative with 2mm shims) and then adds a ton at the end near full lock. It's not linear. I'm calling neutral as the inside turning slightly more than the outside to match the projected path when drawing two different circles on paper.
I will NOT even talk about calculating slip angle drag of an r/c tire on dirt. That should be left to NASA.
I got this theory from researching full size car ackerman settings online. I don't know if it's the "r/c" method as Socket seems opposite.
To understand the B5M turn the wheels slow and watch them. I think the steering rack geometry adds very little ackerman near center (or negative with 2mm shims) and then adds a ton at the end near full lock. It's not linear. I'm calling neutral as the inside turning slightly more than the outside to match the projected path when drawing two different circles on paper.
I will NOT even talk about calculating slip angle drag of an r/c tire on dirt. That should be left to NASA.
09-05-2015, 07:35 PM
wildcat... socket... Whats good in AZ
09-06-2015, 07:34 AM
Tech Regular
Pretty much what we're all striving for.
09-06-2015, 08:00 AM
Anyone know that waterfall fits the low profile lightweight shorty packs. Mine has a big gap and I am afraid it will move around.
If it was one with a fan mount it would be even better.
If it was one with a fan mount it would be even better.
09-06-2015, 08:23 AM
Can't recall the company name