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Old 12-25-2012, 08:28 PM   #1831
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Man I wish the stickers would've been up when I made my order. Next time I guess.
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Old 12-25-2012, 08:29 PM   #1832
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I'll send a set, no worries.
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Old 12-25-2012, 08:40 PM   #1833
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Thanks man!
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Old 12-25-2012, 08:47 PM   #1834
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Sure thing!

On another note, just received notice from the factory that the EVO's are on the way from the factory. They should be here on Friday/Monday and ship either on the 31st or the 2nd.

The XRAY DCJ's and TC6 V2 DCJ's should also ship on the same time table.
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Old 12-25-2012, 09:34 PM   #1835
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Hi guys, I've got a question about steering responses with the RSD6 and the TC6. From reading this thread, it's cleared that the RSD6 conversion has made the TC6 easier drive because of the dual bell crank steering system. But how?

In my own experience, I agree that the dual bell crank has more consistent handling at the same time it allows for more aggressive steering into corners. I have driven other people's cars at my club which are all dual bell crank steering. They include the TRF417, X-Ray T3 and the Serpent 411. I found that when comparing to my TC6, the TC6 has a sense of "edginess" to the steering. But I don't know what's causing it. It's a fast car for sure. It allows me to consistently TQ and sometimes win the A main at my club at blinky 17.5. However, I would like it to be more consistent lap after lap. So may be the dual bell steering system can help me archive that.

I just really want to know how exactly is the dual bell crank system changing the way steering works on the TC6? Is it making steering angle change more linear? Or is it the opposite? Or perhaps something else? So I want to hear from the guys who have made the conversion and may be give me some insight on the changes to steering characteristics before and after. Thanks.
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Old 12-25-2012, 10:16 PM   #1836
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It's not so easy to explain, but it has to do with a couple of things, according to my experience.

-Steering has more resolution. With a dual bellcrank, the servo needs to travel more to achieve full throw.
-The steering angles are more efficient due to reduced scrub. This is due to the sweeping motion of the rack vs the unicrank. The dual bellcrank has less abrupt angles.
-The chassis and top deck are no longer tied together at the bellcrank. This allows the chassis to flex more and create more front grip. This in turn allows for less agressive ackerman settings which yield less tire scrub, which in turn provide higher corner speed.
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Old 12-25-2012, 10:35 PM   #1837
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Hey Cris, any idea when you expect the new DCJ's?.....
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Old 12-25-2012, 10:37 PM   #1838
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Oooooppss!...... Just read it..... I'll look out for them...... BTW, great stuff!...... Keep up the good work!.....
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Old 12-25-2012, 10:48 PM   #1839
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Will RSD springs fit on Xray T3 shocks?
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Old 12-25-2012, 10:52 PM   #1840
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Yes, they work on the xray shocks, last time we tested them, they fit ok.
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Old 12-25-2012, 11:49 PM   #1841
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Quote:
Originally Posted by CristianTabush View Post
Sure thing!

On another note, just received notice from the factory that the EVO's are on the way from the factory. They should be here on Friday/Monday and ship either on the 31st or the 2nd.

The XRAY DCJ's and TC6 V2 DCJ's should also ship on the same time table.
WOOOO HOOOOO! I'm excited to get mine! I have the original DCJs and love them. They definitely make sharp turns a lot smoother. What's better about the V2 DCJs? Also, I'll order one of those rear bumpers for my TC 6.1 as soon as they are in stock!
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Old 12-26-2012, 10:00 AM   #1842
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V2's have retaining clips to hold the pins in.
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Old 12-26-2012, 11:39 AM   #1843
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The new DCJ's arrived today!!! Items are being processes and pictures are being taken as we speak. All the new parts should be ready to ship by tomorrow and ready to order by tonight.
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Old 12-26-2012, 10:14 PM   #1844
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Quote:
Originally Posted by CristianTabush View Post
It's not so easy to explain, but it has to do with a couple of things, according to my experience.

-Steering has more resolution. With a dual bellcrank, the servo needs to travel more to achieve full throw.
-The steering angles are more efficient due to reduced scrub. This is due to the sweeping motion of the rack vs the unicrank. The dual bellcrank has less abrupt angles.
-The chassis and top deck are no longer tied together at the bellcrank. This allows the chassis to flex more and create more front grip. This in turn allows for less agressive ackerman settings which yield less tire scrub, which in turn provide higher corner speed.
Thanks for the explanation Cristian. I understand point 1 and 3 but still a little confuse about point 2. Either way I'll probably be getting a RSD6 soon or dropping my TC6 for another chassis completely. I dislike the steering feel of the TC6 at the moment.
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Old 12-26-2012, 10:25 PM   #1845
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Gom, that's what is hardest to understand. It is basically the Steering curve the tire travels when moving side to side. This is caused by the different pendulum effect that a single crank vs. dual crank has as it travels through the steering motion. The ackerman angles achieved on a dual crank are more effective than those achieved with a dual crank, this is why the majority of cars have gone towards this system. The exact math of it, has to be drawn and explained by someone who can elaborate on tire slip angles better than I can.

Easiest way to see the difference is with 2 chassis side by side. 1 with a uni crank and one with a dual crank.
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