Same here, only issue ive had so far was turnbuckles. Upgraded to titanium that are in shipping curently. what length ballstud did you use for the steering link? what did you notice with the shorter ones?

Got a link to Ray Munday's piston to oil comparison chart? been finding that very useful here

https://site.petitrc.com/setup/assoc...eferenceChart/

awesome, this has been one of my favorite items in my pit folder.

internal limiters have no effect on the piston up travel.

Saw a post on Lee's Facebook about the new car, be cool if he does a vid breaking it all down.

Simple illustration on how internal limiters affect not the piston total uptravel but piston start and end points.

Exactly, when you set the same stroke with or without internal limiters the piston position is different. The whole shaft assembly (with piston) sits at a different height inside the shock.

So ... ChadoSan is still right then, in that a internal limiters do not affect actual uptravel if I am reading the responses correctly. Position though as the diagram is showing is affected by internal limiters.

I am curious with the fact that some of the later setups were using the modified 1.5 x 2 hole piston for front and rear on the vehicle, what they end up going with on the car? 2.0s or maybe something new?

I mean, I would recommend not using internal limiters at all. Internal limiters are only used when you have no other possibility but limit droop by limiters. Otherwise you are only moving piston up and may hit the top cap.

Those 1.5 pistons... Just play what you have. Here the most important is hole size area 2x1.6s/1.7s/1.8s and piston thickness 2.0/2.2. drill to your liking

But only if you are unthreading the shock end by the same distance as the limiter. And I question why anyone would ever do that?

Internal limiters, as you say elsewhere, are to limit droop. Used on their own (which is the expected way to use them), they have no impact on the position of the piston when fully compressed.

This works exactly as you said. But if you look to driver setups, you could see many of them using, for example, 22mm droop with 2mm limiters. other one running 22mm droop with 0 limiters. All this means nothing if the droop is still 22mm, so limiters are only modifying piston start and end positions. Just screw or unscrew the shock end for droop settings.
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There is a bit more to those pistons than just the thickness from what i am hearing (the edges of the piston being flat?) . I'll probably give them a try and see how they feel drilled out but curious if they had liked them enough to change over.

Something to keep in mind assuming similarity with what i am seeing with the YZ4SF2 shocks, that new piston mount point on the shock shaft when you use a limiter shim basically acts like its own limiter in addition to whatever you put inside, and if you don't use an internal limiter I wonder if that mount point may cause issues when it drops into the shock at full extension? Not sure on the last part so don't take that as gospel, but I seem to recall something about that, which makes me wonder if that is why they put like a 0.5mm of shim internal out of the box, at least on the YZ4SF2, from what i recall?

I agree though in general I try to affect drop via the eyelets to a point since that can be a quicker adjustment. I do miss some of what we can do on 1/8 scale with droop screws (and the Tekno 1/10 buggy I think) at times lol.

The BM-S152 pistons have a square edge compared to the rounded edges of the other pistons. My Calipers say that they have the same OD (11.88mm) and thickness is almost the same (2.38mm vs 2.41mm for the 2x1.5's).

Could be an interesting experiment. I've always preferred to reduce pack on medium-high bite carpet with flat landings and use heavier oils to slow the vertical movement of the car. We have some flat landings on our tracks sometimes as well (the layout changes each time as the track is temporary). For example:
(I'm starting off pole in this one)

I'm probably just hopeless at landing jumps (I started in onroad). With more pack I could never find that 'sweet spot' consistently where the car just landed and settled. Seems to work more consistently for me with the CAL3 kit pistons in both 2wd and 4wd. I could imagine on tracks with good landings running more pack, or maybe in lower grip wanting to soften the slow speed damping while still absorbing the landings. Always a compromise in there I suppose.

nice track man!

What is weird here is we have flat landings that can have at times some pretty big jumps going into them, and for me at least, I haven't been a fan of the pistons with less pack even with the oils ramped up. Using Ray Munday's chart on pistons and oils has helped a lot though. But heck I am always game to test and ultimately car has to work for you. I got a buddy who is one of the fastest guys here, I can't stand driving his car lol and he same with mine lol.