Why do you say that? Did you talk to Paul Lemieux?

I actually have and asked him what his plans are a year ago. He said if and when inventory on old version dries up, he may go a different route / manufacturer entirely for the “USGT” labeled tire.

In any case, as you well know, the class is sadly disappearing / shifting into LMH and spec tire for that is Gravity slicks.

On the WestCoast they have launched RXGT, using HW FT21.5 with 15k rpm limit, Ride belted slicks as spec and body list true to the original RCGT

For USGT class moving to LMH, we did that over a year back now, and it definitely has less interest than USGT had. I suspect people preferred a slightly slower class with tires what offered the grip level of the USGT tires, allowing the cars to push a little making the class very forgiving.to drivers with slower reaction times.

I think ROAR needs to re-examine dropping VTA and USGT from the rulebook, adopt them as regular classes instead of as exhibition classes, make sure they have two manufacturers for motors and tires of each so this isn't a one vendor class, and then drop LMH.

The idea of having a high downforce body and choosing a 25.5 motor is an oxymoron in my book. In doing so the new 25.5 will start to approach 21.5. For the next round of slowing things down we will be running 30+ turn motors.

The excuse I commonly hear is we chose this motor for the newbies. We want to make the c class accessible for newbies. It’s 2026, newbies enter racing with a Losi NASCAR, Eurotruck, TT02 Car with brushed motors and eventually graduate to VTA, USGT etc.

For the record, LMH bodies don't have that much downforce. While these bodies look cool, most USGT and TC bodies have more downforce. Last year they ran LMH 17.5T at Snowbirds and drivers reported push at speed. I replicated at my track and confirmed, LMH bodies are probably maxed out at 21.5T, anything faster needs more downforce for the power level. I heard a few people thinking last year that LMH bodies could replace TC bodies. With the current designs, I can't see that happening.

Notably, the new generation of 25.5T motors are too fast for newbies or lower skilled drivers. Clubs trying to implement RPM limits or gear ratio limits won't last.

If a slower motor for a class is needed than the slowest motor with 2S, then simply drop the class to 1-cell instead of 2-cell, and use the same group of motors already available:13.5T, 17.5T, 21.5T, 25.5T. With half the voltage, a 13.5T 1S becomes essentially a 27.0T motor on 2S; just double the winding for the equivalence. Most ESCs will work with a booster to increase the servo and receiver voltage to 6.0V. I've tested this, overall speed is very similar between 25.5T 2S and 13.5T 1S, losing a little punch but with an increase in drivability.

13.5T 1S = 27.0T 2S
17.5T 1S = 35.0T 2S
21.5T 2S = 43.0T 2S
25.5T 2S = 51.0T 2S

For F1, it already makes sense to move to 13.5T with 1S, as F1 is oddly the only pan car class running 2S batteries. This could work very well for USGT, VTA, and LMH too. Instead of needing a bespoke class specific motor to reduce power with 2S (Gravity USGT motor for example), simply drop to 1S.

Actually the LMH bodies don’t have good balance of downforce … so much rear side bite they push . Making them easier to drive but harder to be fast . We ran them outdoors with 17.5 and I practically had to gut the center rudder off to get it to turn ar speed . tc has a more neutral driving behavior. Even usgt has a more neutral feel . Ill
say if the gravity gold had a longer life they would be a great tire , I enjoyed the usgt class indoor and outdoors .

Hey Kelly,

You run at RCCA! 👍 I headed up there in November from Houston. My son ran in TC 21.5. I ran F1 and planned on hopping into LMH with my USGT body.. but ESC was acting up. I picked up a 25.5 just so I can run with you guys this year. Have not decided on a body yet.

Watched a USGT race on yt, I thought it was regular TC racing by the way the cars looked. No thank you, I'll spend my money elsewhere.