yeah, its funny as I have them complain in both ways when the vehicle isn't tuned right. Initial issues with nose dive are common on the sct410 with the stock pistons. piston change however pretty much fixes that issue.

On the sc10 4x4 however, throttle control doesn't appear to affect the front end as it does on other vehicles. Having this control makes it easier to downside large jumps versus "jump and pray" on large jumps.

As mentioned previously WC, if you are not experiencing this issue on 1/8 scale sized tracks, please post the track, a video would be nice as well to see how your vehicle is reacting and your setup for your shocks as well. You complain about people making poor assumptions as you added to your post, discounting what they have posted as essentially a lie without any info beyond you offhanded comment. So again, please post the track, the setup you used, when this occurred, etc. Even better, attend that track again and get someone to video what you are seeing. if it is as you are saying that setup info would be invaluable for people who are having the issue and have a stock setup.

If you have the ability to post your current weight bias, that can be helpful too.

Cody - no photos since my chassis design never made it into even prototype-production.
Cain - formal designing & cnc programming takes time and money. A thicker motor plate will still need to slide into the stock chassis notch. Are you talking about an additional counter gear between the pinion and spur???

It's because of the motor's inertia: In other 4WD trucks the motor is aligned with the center driveshafts along the longitudinal axis, they will have torque steer on-power and breaking because of lateral weight transfer (very big problem in touring cars). The SC10 4x4 will instead have longitudinal weight transfer caused by the rotor's moment of inertia (it puts either more vertical load on the front or rear tires, just like normal on-power and braking weight transfer). In the SC10 4x4 and nearly all rm 2WD buggys, the rotor spins in the opposite direction of the rear tires and driveshafts so the rotor's moment of inertia acts against the moment of inertia of the rear tires, so at the end you have less longitudinal weigth transfer. To get more weight transfer while jumpong you can use heavier tires, but I would only recommend that if it's the only possibility to land the jump correctly because it adds a lot of spinning weight and thus affects acceleration.

But i wouldn't consider that a bad feature because it also reduces weight transfer while cornering which leads to a more equal f/r weight distribution. Refering to the efficiency of a tire depending on it's vertical load this equals more lateral traction and higher cornering g-forces (which is good, as long as your car doesn't traction roll)

maybe a better material with bracing or something along that lines ...

Yeah, the counter gear was between the pinion and the spur. From what I recall what Marcus said, it worked as he desired, but he kept destroying the counter gear.

It looked like something simple to test though. just drill the right hole and mount up a gear and go. Keeping it all together though was the problem lol.

Cody, thanks for the explanation/verification. I did not specifically mention motor rotation as the cause of the handling quirk I see in my SC10 4x4 (I did mention inline and transverse), I run both an X-Factory SCX-60CF and Durango DEX210 in mid motor 4 gear configuration and have a lot of first hand experience with transverse motors rotation and their effect on acceleration and braking. And your right the motor rotation has trade offs like anything else. Still a 4 gear tranny in an SC10 4x4 would be very interesting.

Yeah I thought about the same thing some weeks ago, since you don't loose much braking force through weight shift (other than the grip lost because of tire efficiency), but i don't have the possibilities to try that (maybe with a 3D printer, I would love to make 3D models for a pair of 4-gear-cases)

I am always wondering if we're going in the right direction with 4 gear cars, especially in 2WD. I think the 4-gears are so popular because they are easy to drive fast, you just have to point and shoot and take the shortest line around the apex. Theoretically the 3-gears must be faster because they have less weight transfer and can maintain a better f/r balance in the corner, carry more speed and so on but practically i don't know which way to go. I already drove 2 different mm3-cars, a dex210 and a homebrew midmotor conversion on a b4.1 basis, but they handled to different: the dex210 had so much steering that I had serious problems to even drive a single lap without crashing, you litterally could turn on a dime without loosing rear grip (like the mm4 cars do) while my selfbuild-conversion pushed like a rm although i had more weight up front and a shorter wheelbase than the dex210

http://www.amainhobbies.com/product_...ock-Piston-Set

nice find, thanks!

If you buy them make sure to post your results.
I have looked at these before but just have not bought them yet.

still toying with the idea of picking up another one of these if something can get going indoor to compare. Price is good though on the pistons for sure.

Before Losi SCTE shocks had any damper options I manually oversized the 4 damper holes to .041" and tapered all 4 from the bottom. BIG Difference in rebound speed while still retaining dampening on uptravel. The AE SC10 4x4 1.1 shock dampers also had a slow return rate, but I just switched to 1.3 dampers (4-hole) and problem solved. Chose not to taper them since the entire damper already tapers to the outside. Taper is definitely the most effective approach (and may taper 1.2 dampers next).

A counter gear b/w the pinion and spur....interesting stuff. I agree the counter gear really belongs in the transmission case. I'd only consider designing/developing an entirely new chassis platform but the market is just too small to justify the outlay. Rotten AE or Thundertiger doesn't head the effort.

yeah, maybe its something they are considering. It would be cool to get more of the components forward on the chassis to get a better out of the box weight bias.

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What tip of track Johnny

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