20LikesTeam Associated TC6 Thread
07-09-2010, 03:50 PM
#52
07-09-2010, 06:45 PM
#56
07-09-2010, 07:03 PM
#57
All the t2 series cars and the t3 use multiflex, the only versions that don't are the US versions for foam tire carpet.
If I remember right my yokomo over ten years ago had center posts that could be added or taken away along with a spring shock on the top deck to adjust chassis flex.
If I remember right my yokomo over ten years ago had center posts that could be added or taken away along with a spring shock on the top deck to adjust chassis flex.
07-10-2010, 10:01 AM
#58
To be honest I can see both sides of the coin here.
I agree that almost all of the tuning for turn in, rear grip, etc should be done using the suspension only, but the way the car acts when first introduced to steering I would think would be dependant on the torsional strength of the chassis. A flexible chassis making it feel on edge, and a stiffer one making it feel more neutral.
The oil shock can only react as fast as the oil viscosity will let it, so some initial cornering load must be transferred through the upper and lower decks.
Just my view on things.
I agree that almost all of the tuning for turn in, rear grip, etc should be done using the suspension only, but the way the car acts when first introduced to steering I would think would be dependant on the torsional strength of the chassis. A flexible chassis making it feel on edge, and a stiffer one making it feel more neutral.
The oil shock can only react as fast as the oil viscosity will let it, so some initial cornering load must be transferred through the upper and lower decks.
Just my view on things.
07-10-2010, 10:25 AM
#59
Tech Master
iTrader: (3)
A proper race car has the stiffest chassis it can get w/o the increased weight becoming a downside. There is also no such thing as too much grip, it's all about harnessing it correctly through the suspension. Shock reaction is a combination of the oil viscosity and the piston dynamics. In simple terms, the oil viscosity will control the piston speed for a given applied force, while the piston profile (# of holes, hole size, rounding, etc.) controls the rate of pressure build-up in the shock. You can use both of these together to tune the rate of weight transfer that suits your driving style. The shock dynamics are also coupled with the roll center and camber gain influences on the build-up of tire grip. A flexible chassis is a band-aid.
Now, I'm not claiming I know how to design the perfect car, RC or otherwise. All I'm saying is that chassis flex were a huge no-no, the radio controlled car manufacturers would be using aluminum lower plates, and super stiff top decks.
We should probably leave this thread for TC6 discussion, PM me if you want to discuss this more.
Last edited by Danny-b23; 07-10-2010 at 10:28 AM. Reason: .
07-10-2010, 05:40 PM
#60
A proper race car has the stiffest chassis it can get w/o the increased weight becoming a downside. There is also no such thing as too much grip, it's all about harnessing it correctly through the suspension. Shock reaction is a combination of the oil viscosity and the piston dynamics. In simple terms, the oil viscosity will control the piston speed for a given applied force, while the piston profile (# of holes, hole size, rounding, etc.) controls the rate of pressure build-up in the shock. You can use both of these together to tune the rate of weight transfer that suits your driving style. The shock dynamics are also coupled with the roll center and camber gain influences on the build-up of tire grip. A flexible chassis is a band-aid.
well said i run the tc5f outdoors and have no problem with setup and the car is more accurate and consistent than with a flexy chassis geometry is key to the setup
ps a flexy chassis just masks a bad setup