Originally Posted by kn7671

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.