Run a sc8e :o

As Jeff stated, it's not about making the truck jump like an 8th scale, it's about making it jump better, period. When some trucks can clear a larger jump easier than others, it is an issue. Specially if you are loosing seconds on a particular part of a 30+ second lap.

Seems like air control is a widely spread issue...

My truck has been great jumping wise. I usually don't have much trouble, except for the table top, then double at the outdoor track. I can land the table top fine, but as soon as you hit the double, all control is lost. I think the angle is abit too steep, causing the truck to bottom out.

My truck lands the little stuff better than my e-buggy.

Looking at the numbers the LOSI and Durango have almost even F/R weight distribution. I wonder if that has anything to do with it.

Now that's where thought process comes in to play.

scenario: long straight with a triple that feeds quickly into a 160* turn. Executed correctly, you GAIN time on those flying the triple only to have to burn off their momentum for the turn by doubling then having the drive into the corner. This truck is a great turner and can consistantly turn under any other SC truck. Why try to play into another brands perceived advantage?

You can't accelerate in the air.

The advantage here was that when doubling, you would approach the jump slowly, so that it was not overshot. The ones that cleared the quad accelerated much more, and if actually executed correctly, would jump low and fast, at a much faster rate than the trucks that were leaving the ground twice.

Jumping the quad was a decided advantage, there was absolutely no possible way to gain ground on a truck that was executing the quad correctly by doing a double double. No matter how you want to spin it and how much you want to claim that the truck has more steering, if you can clear a bigger jump you went 2 seconds faster per lap. That was fact on this particular layout. This was the spot I made 99% of my passing. It was easy to do it and not a single truck or buggy being driven by anyone this weekend went faster by doubling.

While you can't accelerate in the air, you can accelerate more on the ground and carry more speed through the air by clearing a large jump than by doing a double double at a slower rate of speed.

Our scenario was nearly identical to what you described as well. 150+ foot straight into a 180 deg berm to a quad. Execute the quad and run around a 32.9 to 34.0 lap time. Do a double double 34.9 to 36.0 lap.

And BTW, my SCTE also had more corner speed than my AE, since it generated more traction.

This is exactly correct. Usually I am 2-3 second slower than tq (my fastest lap vs tq's fastes lap), but with this layout, I was 3-5 sec slower than tq's fastest lap. My fastest lap in qualifying was 36sec-ish while tq was 32sec-ish. The day before the race, while practicing, I was able to get into the 35sec range by quading instead of double doubling it, but I was too inconsistent to do it in a race.

next time at the track I'm gonna figure out how to run my suspension to clear the quad and triple, or break something while trying:sneaky::D:lol:

I have to agree, it seems that the difference in opinion stems from the fact that some are not as competitive or dont have a fast group of drivers at their local track. Ask anyone in houston that runs SC, we have a very fast group of guys. Your not going to be able to catch up to a truck that just jumped over you in the next turn, you just got dropped back 2 seconds! Around here it takes at least five solid laps to make up a 2 second gap and thats assuming you make zero mistakes and the guy in front does!

Now given that I also was off TQ by 3-4 seconds, I made the best of it. BUT, the most consistent times all day were turned by those that kept the car on the most consistent (if not conservative) line and that was to double/single that line.

I also can't say that tuning for one section of track is going to give you the most successful outcome. you may clear that quad section great, but lose it everywhere else on the track. I've seen one Austin based buggy driver do this time after time to no avail. It's almost as bad as his throttle tuning habits...I used to pit the guy just to experience the meltdown!

But really, setup for the whole track. It's all compromise. Just try to do it in your favor.

When are we going to learn to quit feeding this troll? He only seems to come out of the woodwork when someone is having a bad day just to kick a man when hes down.

If he really thinks one setup works for all tracks, especially a track with an extreme layout, then he is obviously mentally challenged and trying to argue with someone like that is like trying to argue with a 3 year old. You just nod and smile and say "sure honey they are really called pig newtons not fig newtons" and go about your day.

Anyone who has driven an SCTE can attest to it jumping easier...don't get me wrong, I think the SC104x4 is more nimble and quicker around the track but like the others are saying, screwing up the jumps or being overly conservative leads to losses in time...

[QUOTE=Mizchief;10287670

If he really thinks one setup works for all tracks, especially a track with an extreme layout,[/QUOTE]



A good factory set-up can't be any slower than a home brewed set-up that isn't working at all .....


Most use a very similar set-ups on their B4.1 across the country. They copy the factory guys set-up pronto , proof a good set-up works in most conditions & various tracks ..

The same setup at west coast wont be the same as running at orange county, north cal, mikes hobby shop, bashers in palm.beach or the short course nationals in connecticut.

If that was the.case why do.the pros change their setups for.different.tracks and conditions?

Cmon man.

the only thing that works at bashers is not throwing your radio across the room in frustration. thats where i run, and that "modification" is the only reason i have ever finished well there

and it is pronounced....c'monnnnn maaaaaaan

Wow, I have an SC10 4x4 on order and I'm glad I have a decent enough knowledge on what adjustments do what and will be happy to get my truck on the track and work the bugs out. If I was in need of useful information it would be hard to find any here. I've read back many pages here and aside from an occasionally useful "pearl of wisdom" this is basically just a juvenile di** measuring contest. I feel sorry for those trying to use this forum as a tool to gain knowledge. So, have at it gentlemen, and don't let that ruler smack y'all on the tip!