Originally Posted by
abailey21
I found this on a fluke
In the prototype stages of the 2.0 I noticed my LPF was running really hot (180) on average.
My friends asked where my EPA's were, I said 100% because the 1.1's hated being anything OTHER than 100%.
My buddy Matt jumped my EPA's to 150% on my DX3R and I gained a few things.
1. My temps averaged about 110 degrees after the switch, (from 180ish).
2. I gained a higher top speed
3. the overall feel of the ESC was smoother.
4.My motor temps dropped about 15-30 degrees
5. I had stronger brakes
It was a 110% improvement and honestly it was a fluke that Matty found it
It's not that I don't believe you cause I haven't tested it myself, but I can't come to explaining it rationally. Assuming your ESC registers full throttle at 100% EPA, then at full trigger; it registers 100% power. If you crank it to 120% (per say, if your EPA limit is 120%), when your trigger is pressed to 83% (100/120), then the ESC will register 100% power and output 100% to the motor. When you squeeze the trigger beyond 83% and up to full trigger; that should technically be dead band, same concept as with the brakes.
That's unless the ESC was designed to incorporate this feature to register something different than it's output. And in that case; wouldn't it mean if someone had a radio that maxed at 150% vs someone with one that does 120% have different results? Therefore, if you had a 120% radio; you would set your EPA to 80% to calibrate your radio and ESC, then crank it up to 120% to simulate the effect of going from 100% for calibration then cranking it to 150% on a 150% radio?