HPI HB PRO 5
#136
Japan news is a belts car !
#140
Tech Master
#142
Tech Regular
#143
Tech Elite
iTrader: (66)
There is a massive amount of surface area that belts contact the pully, at least 50% of the circumfrance. Ring and pinion have maybe 1/10 the contact area of a belt system. Also there is no tension to have to set and get wrong. Too tight and create drag on the system and strain the motor. Too loose and you waste power on slack in the system and loose some braking ability.
Of course belts have a good system right now, they have had top priority in R&D for almost a decade until the Awesomatix.
Then there is the "if its not broke dont fix it" argument. That argument is just plain lazy. If that were the case we would all still be running the same design of chassis from 15 years ago.
Of course belts have a good system right now, they have had top priority in R&D for almost a decade until the Awesomatix.
Then there is the "if its not broke dont fix it" argument. That argument is just plain lazy. If that were the case we would all still be running the same design of chassis from 15 years ago.
#144
Tech Rookie
I'm impressed with how eager people are to here about the car, and find it curious its not being called the new tcxx. The emphasis on the Pro, being the fifth instalment to me is more exciting as I think a lot of us ran the old RS4 Pro and Pro 2 (and still do)
Any idea if Andy Moore will be running the new chassis this weekend at the worlds?
Any idea if Andy Moore will be running the new chassis this weekend at the worlds?
#145
Tech Regular
As far as the tension on belts go the same can be said for the ring and pinion. Too tight of a gear mesh and your putting strain on the system. Too loose and your tearing the teeth up.
I'm going to assume that r&d get a lot of their ideas from the pro drivers their company use who are actually out their testing the stuff. So if they want belts then I want belts too.
It would be interesting if they made two cars. One belt and one shaft to please everyone. I remember when the pro3 was out Hara had a specially made shaft version he used for some practices but always went back to the belt for mains.
I'm going to assume that r&d get a lot of their ideas from the pro drivers their company use who are actually out their testing the stuff. So if they want belts then I want belts too.
It would be interesting if they made two cars. One belt and one shaft to please everyone. I remember when the pro3 was out Hara had a specially made shaft version he used for some practices but always went back to the belt for mains.
#146
Tech Regular
iTrader: (3)
In the case of light crashes, does a belt system not help to absorb some of the impact being transferred to the spur and pinion (due to some slack in the belts)? Whereas with a shaft drive, you increase the chance of stripping gears in a crash?
There is a massive amount of surface area that belts contact the pully, at least 50% of the circumfrance. Ring and pinion have maybe 1/10 the contact area of a belt system. Also there is no tension to have to set and get wrong. Too tight and create drag on the system and strain the motor. Too loose and you waste power on slack in the system and loose some braking ability.
Of course belts have a good system right now, they have had top priority in R&D for almost a decade until the Awesomatix.
Then there is the "if its not broke dont fix it" argument. That argument is just plain lazy. If that were the case we would all still be running the same design of chassis from 15 years ago.
Of course belts have a good system right now, they have had top priority in R&D for almost a decade until the Awesomatix.
Then there is the "if its not broke dont fix it" argument. That argument is just plain lazy. If that were the case we would all still be running the same design of chassis from 15 years ago.
#148
Tech Master
The keyword is here is stability, and high power + shaft does not get you that compared to belt.
In terms of surface area, belts actually achieve less friction than belt at higher speeds. The shaft excels at low speed acceleration thus the success of the A700 in stock classes.
They both have their pros/cons, but it really depends on what HPI/HB is trying to appease: stock or mod?
In terms of surface area, belts actually achieve less friction than belt at higher speeds. The shaft excels at low speed acceleration thus the success of the A700 in stock classes.
They both have their pros/cons, but it really depends on what HPI/HB is trying to appease: stock or mod?
#149
Tech Regular
2uzferunner03; I remember when the pro3 was out Hara had a specially made shaft version he used for some practices but always went back to the belt for mains.