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This is a place to share knowledge related to 1/12th scale racing. It is not to be used for conversations.

KITS:
Click links to go to manufacturer product page. If any are missing please add them!

TIRES:
Pre-mounted tires readily available in the US:
Pre-mounted tires readily available in the Europe:
  • Hot Race ??

Gluing your own donuts:
https://www.youtube.com/watch?v=hm7z1rz-74s - Special thanks to Edward Pickering!
Truing tires:
https://www.youtube.com/watch?v=8wqHOLWq6Uc - Special thanks to Edward Pickering!

The following information came from HERE, with some editing and information added. Thanks Christian!

THIS MAY NEED UPDATING FOR THE NEW BLACK CRC CARPET

Brands:
BSR, CRC, Jaco:
Pro One is no longer selling to the public, but it and the brands above are all mounted by BSR and use the same foam. The nomenclature of the BSR vs Jaco/CRC is a little different in a few instances but is otherwise the same. The BSR foam consists of three families, and can be identifed as synthetics, naturals, and blends.

Synthetics - The old school, light weight, easy to true "dry feeling" tires. These include tires like CRC/Jaco Yellow (BSR White), Black, Gray, etc. These tires offer the highest wear rate and lowest grip. Many racers continue to use these nder high bite conditions.

Naturals - These tires are usually the best alternative for low bite and asphalt. They include Pink, Magenta, Double Pink, Lilac (BSR Team Purple), Purple, and other tires. These tires provide a ton of grip, but tend to get sticky in high bite conditions. This rubber does not wear as easily, and the cars will pick up gunk and fibers from the carpet under most high bite conditions. This is especially bad if the humidity is high.

Blends - These are the tires most people run today. They were initially called "JFT foam" by some, as it was believed that the tires were the same as the JFT tires. We can divide the blends further into two groups: high rubber and low rubber content. The high rubber would be the new rear Orange and Red from the BSR family, and the low rubber would be the Green and Blue varieties. When, asked about the difference, John Foister from BSR Tires said they came from the same "family" of foam, but they offered different grip. According to John, the Green/Blue has more bite than Orange/Red, but from track testing Oranges offer more bite than Green (being equivalent to in hardness) when the grip is high and absolutely no grip when it is lower. The Orange foam has a denser pore structure and the tire is not as prone to chunking. It is also important to note is that BSR Blue rears are not the same as the BSR Blue fronts!

JFT:
JFT stands for Japan Foam Tire. They started the new wave of foam tires we are all using now (Blue/Blu, Green/Greene, Dbl Blue, etc). These tires are a little different than the BSR tire family, but work in very similar conditions. They offers four varieties A (asphalt), C (carpet), S (???), and R (???). This does not mean that those types only work on that surface, but this is what they recommend.

JFT uses the same foam for fronts and rears if the color is the same.

A: Used on asphalt, considered close to the natural rubber variety and are named consistently with other natural tires.
C: Used on carpet, considered a blend.
S: Used on carpet?, tires are ???
R: Used on carpet?, tires are ???

For setup, the JFT foam seem to generate more bite than the BSR, therefore the car tends to be a little more aggressive.

Ulti:
Ulti is another Japanese brand that offers an array of compounds. They have their own way of rating tires, and are difficult to equate to other brands. They have 4 different varieties, each in varying degrees of hardness.

J: High rubber content tire, similar to Pink/ Magenta. Soft would be close to a pink. These offer the most bite and are great for asphalt/carpet front tire. (J hard being very popular)
X: "Balanced" blend, similar to JFT Blue/ Green. Soft is equivalent to Green, medium to Blue in hardness. Great for carpet!
Y: High synthetic blend with lower grip, and is not a very popular variety.
Z: A very expensive "special" foam that is supposed to be magic on asphalt. Only make it in soft shore.
European tires:
There are many great European foam tire brands that use their own types of foam, as well as traditional foams. SOmeone with more knowledge about them will need to fill this in!

Tire Diameter:
If you are racing on carpet, you have to evaluate how much grip your track has. If your track is low to medium grip, you can run bigger tires. If you are on higher bite you have to cut them smaller, there is simply no way around it. Bigger tires are needed for asphalt, especially in the rear. The larger tires provide much needed lateral bite.

Carpet (mm):
Low - Medium Bite
Front: 42.0 - 42.5
Rear: 42.5 - 43.00
Medium - High Bite
Front: 40.5 - 41.0
Rear: 41.5 - 42.0
Big Race
Front: 39.5 - 40.0
Rear: 40.5 - 41.0
Asphalt (mm):
Parking Lot
Front: 43.0 - 44.0
Rear: 44.0 - 45.0
Prepped High Bite
Front: 42.0 - 43.0
Rear: 43.0 - 44.0

Tire Saucing:
Most facilities have moved towards odorless traction additives such as SXT. Some of additives evaporate very quickly and some do not. This seems to be something that is also dependent on tire compound and ambient temperature. For example, saucing a Green compound seems like it never dries, especially when tjhe temperature is lower. We have found that wiping the tires off 15 minutes before we go run allows the sauce to cure, which makes the car come in much quicker with Green rears. Blue compounds on the other hand, do fine when wiped off right before hitting the track.

Saucing half front and full rear is a good initial starting point. If the front of the car is too agressive you can sauce les than half, or for a shorter amount of time.
Tire Fuzzing:
In conditions of increasing grip, foam tires will somewtimes get sticky and pick up fuzz and debris from the track. This is highly dependent on the rubber sedan tire that is being run at your local track and the compound/ type of foam you are running on you car. The softer the sedan tire and the harder/higher rubber content in your foam tire, trouble with fuzzing seems more likely to occur.

There are ways to get around fuzzing under most conditions, and usually involves the selection of the correct foam compound. The more fuzz you get, the softer/lower rubber content you want to run.

Examples:
Problem: Car fuzzes with Lilac/Team Purple fronts and car starts pushing.
Solution: Use a softer front tire and or different family of foam. Replace it with Blue or Double Blue front.

Problem: Car loses rear bite 6 minutes into the run. Blue rear tires look almost clean but have small carpet hairs.
Solution: Use Green rear tires. The softer compound wears instead of getting sticky, minimizing fuzz.

Tire Selection:
Starting out, pick 2 tire compounds for the front and rear. The following should have you covered 99% of the time.

Front - Green and Blue (BSR) or Green and Light Blue (JFT)
Rear - Blue and Double Blue (BSR) or Blue and Dark Blue (JFT)

You may wonder about other compounds out there and if they might be better, trust me, they probably won't be. Even if there are other tires that can be as fast, the synthetic family wears out really fast and the high natural rubber will probably fuzz on you over an 8 minute run. The blends family seems to be the most versatile foam type available today. They last awhile, and sticking to them will make your process of tire selection simpler.
Tire Charts:
BSR/CRC/Jaco



Contact



Corally



JFT (Japan Foam Tire)



Ulti



Enneti (Xceed)



ELECTRONICS:
ESC:
As of now, ROAR is staying 1S (3.7V nominal; 4.2V fully charged) for 1/12. There are many 1S ESC's with a built in BEC so nothing else is required to power the receiver and servo.

If you don't want to lock yourself into a 1S specific ESC, you do have other options! It is possible to use your 2S ESC without a booster or receiver pack, and the ESC simply supplies the lower voltage. If that does not appeal to you, you will need to use an Rx pack or booster. The Rx pack and booster will both supply the receiver with a higher voltage than the 1S pack.

If you decide to use an Rx pack, MAKE SURE TO REMOVE THE RED WIRE FROM THE ESC PLUG THAT GOES INTO THE RECEIVER!!!

If you choose to use a voltage booster, it works exactly how it sounds. Instead of plugging the ESC into the receiver, it plugs into the booster, and the booster plug goes to the ESC, supplying the higher voltage.

1S ESC:
If there are any missing please add them!!

If anyone would like a need for a chart comparing the ESC's specs PM fenton06 and I'll get one made and put in here!
Voltage Boosters:
If there are any missing please add them!
Servos:
BODIES:
Black Art (CRC - US Dist):
  • Audi R8C - BA002 - .020 Thick



  • Black Market (Mohawk 12) - BA005 - .020



  • Lola B10 - BA006 - .020 thick
  • Toyota TS030 - BA008 - .020 thick

    Lola - black/red, TS030 - green/pink


PROTOForm:

Reflex Racing/RSD:

SUSPENSION ADJUSTMENTS:

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Old 06-02-2003, 11:33 PM   #3076
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Quote:
Originally posted by Finsy
Just bought a CRC 3.1 and have a couple of setups tips that I need from you guys
Running on slightly bumpy aspalt with medium to high traction

Setup:-

tires - 35shore f/r (no color code for these locally found foams)
center shock - 10wt oil CRC copper spring
side damper - 70wt oil (no access to Losi hydrafluid)
side spring - CRC green
front caster block - 10deg?? (it's the angled ones)
caster - both white spacers infront(deg??)
camber - 1.5deg
toe-out - 0deg
traction compund - paragon(full rear/half front)

I need more turn-in(off power) steering, on power steering is good while i would prefer to lessen it slightly.
So what changes do i need to do to my current setup??

and also where does the Associated center spring fit in the the CRC spring chart from softest to hardest

Associated blue???
silver(kit)
gold(team kit)
red
copper
CRC stiff silver(.50)
CRC super stiff silver(.55)
Hi,
You can try reducing your caster by moving one spacer to the back and also try camber of 1deg. For less steering on power try a softer centre shock spring.
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Old 06-02-2003, 11:52 PM   #3077
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Quote:
Originally posted by Jimmyd
Hi,
You can try reducing your caster by moving one spacer to the back and also try camber of 1deg. For less steering on power try a softer centre shock spring.
Jimmyd - my understanding is that less caster(all spacers in front) would get me more off power steering??is that correct??or would less caster has the opposite effect on 12th scalers
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Old 06-03-2003, 12:03 AM   #3078
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Correct. Less caster will get more turn in. But you need to put spacers to the back to reduce caster.
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Old 06-03-2003, 12:12 AM   #3079
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Quote:
Originally posted by Jimmyd
Correct. Less caster will get more turn in. But you need to put spacers to the back to reduce caster.
Jimmyd - from what i see putting spacers on the front will make the upright more to 90deg angle while putting spacers back would make it lean toward 45deg angle??so which is less caster and which is more??hehe i'm confused

thanks again
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Old 06-03-2003, 01:00 AM   #3080
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Try it and see. Putting spacers to the front, your upper arms will shift back and your kingpin will lean back more from vertical = more caster.
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Old 06-03-2003, 04:38 AM   #3081
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Default PLZ HELP

Hey guys i really need some help, i need the part no. for the yokomo yrx 12we ssg conversion for the 12L3, and can you give me the cost of the conversion.
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Old 06-04-2003, 06:11 AM   #3082
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Wow,
I used to just shave the edges of my ride height adjusters, but last night I worked on grinding out the actual rear pod, the axle is really free now.

Now if I could only build a smooth diff
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Old 06-04-2003, 06:38 AM   #3083
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Paperboy: The best way to do that is to place the ride ht. adjs. in the pod and then run a reamer through the ride ht. adjs, while they're in the pod, that way your bearings always remain square in relation to one another. It also helps take into acct differences in the size of the ride height adjusters as they come from the manufacturer. Some a little larger or smaller than others.
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Old 06-04-2003, 08:10 AM   #3084
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Quote:
Originally posted by Jimmyd
Try it and see. Putting spacers to the front, your upper arms will shift back and your kingpin will lean back more from vertical = more caster.
tried the spacer forward and backward....forward is less caster(more vertical) sapcers back more caster(less vertical).....am i right or do i really need prescriptive glasses ...can someone help here coz it seems to have different views on caster based on where the spacers are......another question would be "less caster(more vertical) would have more off power steering(turn in) , right??
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Old 06-04-2003, 08:17 AM   #3085
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With the standard parts you are correct..... with the IRS caster pieces (primarily used on 1/10th oval cars) Jimmy is correct.......

But with the standard Associated dynamic strut front end spacers to the front = less caster, and spacers to the back = more caster......
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Old 06-04-2003, 08:26 AM   #3086
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impactplayr- i'm using Associated front end...so i guess jimmyd might be using the IRS ones...by the way does effect on caster differ with 12th scale and TC
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Old 06-04-2003, 08:28 AM   #3087
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Question, what kind of front end is on the RC12L3, the "old school" or the dynamic strut?
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Old 06-04-2003, 08:42 AM   #3088
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Quote:
Originally posted by Addict sa RC
Question, what kind of front end is on the RC12L3, the "old school" or the dynamic strut?
stock RC12L3 is dynamic strut...only kit that has old skool as stock would be speedmerchant aprt from the older Assoc. kit
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Old 06-04-2003, 10:01 AM   #3089
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Actually, the Six-Pack and CarpetKnife from CRC can also be ordered with the old front-end. They call it "retro"
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Old 06-04-2003, 07:27 PM   #3090
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I got my servo and servo savers in the mail today. I finally found the small kimbrough saver online . I have the reciever and two of my packs also, all I have to wait for now is my car, other battaries, and esc .
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