paulfitipauldi

,, cool,, how many pre-orders you guys have already? , that only left you 3 kits?

I really don't now the conversion from Euro to $$, but 479.00 €, looks a little pricy , for a hobby shop that is near by the headquarters of Serpent Co., I live in Puerto Rico in the other side of the world and I only have to pay $389.99 for my kit, that should arrives in the next two weeks..

Ciao!!

herb

Reason for this price is the higher reseller- and enduser prices in Europe. And off course the current low value of the USD compared to the Eeuro.

JABRONI

S710_Nut

I hope so, i want it under my tree for Christmas!

CraigH

So does it accept regular foams or are they still Serpent only style?

Julius

If you are referring to the clearance of the rims, that should no longer be an issue. With the steeringblocks used and the new uprights there is ample clearance.

Even offset wheels like the Mugen wheels should be ok as you can easily correct the width change with the pivot balls.

FAST1

What are "regular foams"?

InitialD

Yes, this is what I noticed when changing to the FC steering blocks (same steering blocks on the 710) on the 705. The FC steering knuckles seem to be tougher too.

Cool. The 705 when used with offset rear rims needed to use the narrower aluminum wheel hex adaptors to keep the trackwidth to 200 mm.

InitialD

Something that makes interesting reading at the thread at the Electric forum which applies for gas powered cars also. Of particular interest is seaball's post which is in line with what the guys at Serpent are trying to drive at with regards to the low internal ratio of the 710 and the complaints that they have been receiving;

from a physics and theoretical standpoint, the lower ratio should increase overall accelleration based on the fact that the layshaft, in either case, will be rotating less due to the lower internal ratio to produce the same overal vehicle speed.

the importance here is that kinetic energy is a linear function of rotating mass, and a squared function of rotating speed. therefore, the intent with the lower ratio is to minimize the amount of kinetic energy required to accelerate the drivetrain to it's maximum speed.

another benefit of the lower ratio for belt cars comes with the increase in layshaft pulley size that is needed to acheive this lower ratio. this results in a more effecient drivetrain, since the belt won't have to form such a small radius through the wrapping of the layshaft pulley. additionally, the belt can be run even more loosely since it will have more teeth to contact it to prevent what is known as "ratcheting" or skipping of the belt under loads.

realistically, it may be insignificant, because the pulley mass increases due to its larger size, the spur usually needs to increase to get the external ratio high enough to maintain the same FDR.

there are always design compromises that will be made, but i do believe the intent of a low internal ratio is to gain a better spool up time through minimizing the KE required.

I believe on gas cars, it is even more paramount that the drive train rotates less times seeing how many parts rotate.

lawndoggie

Well I don't know about internal ratio, but my 705 with stock ratios accelerate slower than other cars on the track, its VERY smooth I have to say, but it lacks PUNCH at low speed, which I felt on my last outing and thats bad for small track...
Anyway, GREAT time on saturday, managed to run 3 tanks of gas, which is good for me!! Then I broke front shock shaft TWICE!!
That thing is easy to break huh!?
Now at this new track, when running 40 front and 42 rear, the car is sliding at turns... I think I need softer rear tires, and perhaps a little more chamber on the rear...

InitialD

Ummm, I think there is a limit to where higher internal drive ratio gives diminishing returns. Many people attribute the sluggish clutch performance due to the lower internal ratio and FDR but it's all about building the Centax clutch right although I would admit that the stock gearing on the 705 is a little too tall for a small track.

I believe the one on the 705 using 15T/50T and with the optional 22T/46T/17T internal pulleys (FDR of 7.12) is about right. I do not have problems competing with the other cars or pulling away from those cars with higher internal drive ratios and higher FDR on smaller tracks. Again, your Centax clutch must be set right.

I think I sent you or wrote some info on how to set the Centax clutch. Basically, set the Centax clutch spring tight. Use smaller end float spacing between the clutch bell and clutch shoe. On the track, loosen the Centax clutch spring in 1/4 turns at a time until you get the best launch or compromise.

Try to run equal front and rear shores. Perhaps use 40 shore all around or even 42 front and 40 rear if you have too much steering. Stick with -3 or -4 for the rear camber.

utopian

Where did you play last Saturday? I ran my Impulse Pro in PYC last Saturday which accelerated great and the handling was very good. In fact, I have not been there for 2 months. I went to PYC to race with my friend who had a NTC3. The gear ratio at PYC is 15/18 & 44/48 and 42 shore with 61mm dia. at front and 45 shore with 64mm dia. at rear. Unfortunately, I did not notice a person at the track and I hit his foot and my rear lower arm was damaged after running 4 tanks of fuel.

InitialD

You running a 3 mm split with the stock internal pulleys? Wouldn't that create push and an unstable rear during acceleration?

I pitty the guy's leg ! I guess it was quite a big hit seeing that the lower rear arm broke.

lawndoggie

That was you!!!! We actually talked!! I am the guy that ran in the engine the one time, and had lotsa problem???

lawndoggie

Thats the guy who showed me the 24mm front tires... he cut them using tire truer and xacto...