TLR 22 5.0
#2237
I tend to lead with the low wing (carpet) for more initial steering. The high wing can feel like it has less initial steering but smoother through entry, mid, exit.
There are some some conditions where the high wing seems to get the nose down better on jumps.
Some of the front tire options can feel ‘edgy’ off center, when new, which the high wing can minimize.
All preference.
There are some some conditions where the high wing seems to get the nose down better on jumps.
Some of the front tire options can feel ‘edgy’ off center, when new, which the high wing can minimize.
All preference.
#2238
A big problem is a lot of carpet races especially over in the UK do handout tires and so schumachers aes and xrays and whatever else can use the same wheels. So TLR drivers have to mount their own stuff. So it kinda ruins the handout aspect.
#2239
I seem to recall one of the reasons for moving towards narrowing the front was to help solve the issue of spec-tire/handout conformity by using the same offset front wheel but….
For the folks that are NOT racing at those major events or nationals, strictly club events that within reason are following realistic dimensions which is faster/performance?
TLR NARROW WHEEL with ‘stock’ width front end
OR
AE/YOK/X standard wheel with the ‘narrow/modified’ width front end
Surely I can pitch this question to Todd and Team but I am curious what this group thinks.
For the folks that are NOT racing at those major events or nationals, strictly club events that within reason are following realistic dimensions which is faster/performance?
TLR NARROW WHEEL with ‘stock’ width front end
OR
AE/YOK/X standard wheel with the ‘narrow/modified’ width front end
Surely I can pitch this question to Todd and Team but I am curious what this group thinks.
#2240
Tech Master
iTrader: (8)
I tend to lead with the low wing (carpet) for more initial steering. The high wing can feel like it has less initial steering but smoother through entry, mid, exit.
There are some some conditions where the high wing seems to get the nose down better on jumps.
Some of the front tire options can feel ‘edgy’ off center, when new, which the high wing can minimize.
All preference.
There are some some conditions where the high wing seems to get the nose down better on jumps.
Some of the front tire options can feel ‘edgy’ off center, when new, which the high wing can minimize.
All preference.
#2241
Tech Master
iTrader: (8)
TLR fronts are like a 4w buggy, basically a flat face. AE wheels have a 6mm or so deep dish, making the front offset 6mm wider roughly. I don't have any TLR wheels here to measure to be exact though.
A big problem is a lot of carpet races especially over in the UK do handout tires and so schumachers aes and xrays and whatever else can use the same wheels. So TLR drivers have to mount their own stuff. So it kinda ruins the handout aspect.
A big problem is a lot of carpet races especially over in the UK do handout tires and so schumachers aes and xrays and whatever else can use the same wheels. So TLR drivers have to mount their own stuff. So it kinda ruins the handout aspect.
Front tires should be the same for 2WD carpet though as offset is associated with the mounting, rather than the width of the wheel itself.
#2243
Rhetts post cleared up missing pieces.
I dont have any AE/YOK fronts around but this is some idea between the TLR and X-ray.
Simply
TLR NARROW FRONT
- inside track width (inside tire to tire) about 200mm
- outside track width (outside tire to outside tire) about 240mm
XRAY FRONT
-inside track width (inside tire to tire) about 210mm
- outside track width (outside tire to outside tire) about 250mm
I dont have any AE/YOK fronts around but this is some idea between the TLR and X-ray.
Simply
TLR NARROW FRONT
- inside track width (inside tire to tire) about 200mm
- outside track width (outside tire to outside tire) about 240mm
XRAY FRONT
-inside track width (inside tire to tire) about 210mm
- outside track width (outside tire to outside tire) about 250mm
STANDARD TLR 22 FRONT END
- Standard Buggy Wheel (210/250)
- - inside track width (inside tire to tire) about 210mm
- - outside track width (outside tire to outside tire) about 250mm
- TLR Narrow Buggy Wheel (200/240)
- - inside track width (inside tire to tire) about 200mm
- - outside track width (outside tire to outside tire) about 240mm
MODIFIED/NARROW TLR 22 FRONT END
- Standard Buggy Wheel (200/240)
- - inside track width (inside tire to tire) about 200mm
- - outside track width (outside tire to outside tire) about 240mm
- TLR Narrow Buggy Wheel (190/230)
- - inside track width (inside tire to tire) about 190mm
- - outside track width (outside tire to outside tire) about 230mm
- Seems like the practical track width is the 200/240 regardless of front end type
- The 200/240 with the modified front end should give you access to use standard buggy fronts
- The 210/250 when tested wasn’t practical, front end was too wide
Next stop the track. I am curious to see if there is a difference in feel. Will need to build up a standard front end for backup.
#2245
Anyone track down a Phend setup sheet from the FL Champs?
#2246
1.5/1.7 thin pistons for most of us with the springs you need mentioned. I’m running yellow AE fronts now on astro
#2247
Can you or anyone else confirm all thats needed is the C/D blocks? The thought actually crossed my mind a while back as I wanted maximum adjustability that the Elite has but it costs a bit too much to convert the Elite to carpet. If I can get away with just the C/D blocks, I'm game!
I don’t know. The Elite was a no brainer if you race on Dirt/Clay, which pretty much explains why they eventually discontinued the DC - everyone was buying the Elite anyway. I’m honestly surprised they never replaced the AC with an AC Elite. So, back to the question - could you get away with just the C/D block conversion? Maybe - but you’ll probably want to get that VHA conversion eventually.
#2248
I’ve always said that folks who will primarily be running on carpet have the toughest choice… The C/D blocks will just give you a greater range to adjust RC and pivot width a bit, but the VHA conversion kit will also give you rear hub height adjustment (considering that the standard rear hub is just set to the equivalent of the 0 height of the VHA hub), much more precise outer link adjustment, and adjustable axle plunge. Buy those two, and you’re already in almost $100 more. When you consider that you also get the Aluminum steering rack and servo mount, titanium turnbuckles, carbon shock towers, it would be tough to
I don’t know. The Elite was a no brainer if you race on Dirt/Clay, which pretty much explains why they eventually discontinued the DC - everyone was buying the Elite anyway. I’m honestly surprised they never replaced the AC with an AC Elite. So, back to the question - could you get away with just the C/D block conversion? Maybe - but you’ll probably want to get that VHA conversion eventually.
I don’t know. The Elite was a no brainer if you race on Dirt/Clay, which pretty much explains why they eventually discontinued the DC - everyone was buying the Elite anyway. I’m honestly surprised they never replaced the AC with an AC Elite. So, back to the question - could you get away with just the C/D block conversion? Maybe - but you’ll probably want to get that VHA conversion eventually.
We had a couple of TLR 22 5.0 running at my local bumpy astro track and nothing else landed to flat or handled the bumps anything like the TLR cars. Being UK based most cars are AE, XRay or Schumacher.
#2249
Tech Master
iTrader: (8)
I’ve always said that folks who will primarily be running on carpet have the toughest choice… The C/D blocks will just give you a greater range to adjust RC and pivot width a bit, but the VHA conversion kit will also give you rear hub height adjustment (considering that the standard rear hub is just set to the equivalent of the 0 height of the VHA hub), much more precise outer link adjustment, and adjustable axle plunge. Buy those two, and you’re already in almost $100 more. When you consider that you also get the Aluminum steering rack and servo mount, titanium turnbuckles, carbon shock towers, it would be tough to
I don’t know. The Elite was a no brainer if you race on Dirt/Clay, which pretty much explains why they eventually discontinued the DC - everyone was buying the Elite anyway. I’m honestly surprised they never replaced the AC with an AC Elite. So, back to the question - could you get away with just the C/D block conversion? Maybe - but you’ll probably want to get that VHA conversion eventually.
I don’t know. The Elite was a no brainer if you race on Dirt/Clay, which pretty much explains why they eventually discontinued the DC - everyone was buying the Elite anyway. I’m honestly surprised they never replaced the AC with an AC Elite. So, back to the question - could you get away with just the C/D block conversion? Maybe - but you’ll probably want to get that VHA conversion eventually.