honestly that sounds a little high. the last time I ran 4cell and 27 turn motor, the roll out was right around 50mm.

Just to rehash the tire mounting theme again...

If you're not fond of working with thinner/acetone (both of which should be handled ONLY when you're wearing protective gloves and in a very well ventilated area), you could always do this:

Sand the rim
Coat both rim and tire in glue, wait to dry
Lightly warm both tire and rim surfaces that have been glued
Wrap wax paper around rim, slide tire on to rim/wax paper, slide wax paper out from between tire and rim

It's been a very very long time since I've done this so I don't remember if it's any easier than the dunking method but I know it's a cleaner, less toxic one

I tried the warming with wax paper thing back in the day, and as I recall, only managed to retrieve half the wax paper I intended to.

How does the angel of the center shock corelate with setup changes?

I assume you mean angle, the flatter it is the more on-power steering more angle results in less on-power steering.

yokomo brand new 12th Japan hobby exibition


http://ameblo.jp/yatabe-arena/image-...539490620.html

I wonder if the front "stiffener" could be considered a form of non-kingpin suspension.

Interesting...back to the delta style mono-shock front end.

nevermind

I think the mono shock is overkill considering that it also has a front torsion bar. With all that on there, does it still have springs on the king pins?

No it doesn't. The mono shock does all the spring and dampening. The roll bar is needed in this design or the car will just flop around left to right.

So you're saying that there are no longer any springs on the king pins? Also unless you're running outdoors on a very bumpy track, there really isn't that much suspension travel in the front end to justify all the dampening in that large mono shock.

I also don't see how the front end would "flop around" because it looks like a standard AE reactive caster front end with a big mono shock and torsion bar. The AE car doesn't have those and it doesn't "flop".

Why does it 'flop' around? I'll do my best...

With a monoshock, the spring only compresses and extends when both wheels are moving up and down together. In roll, as one wheel goes down, and the other goes up, the spring doesn't move so there is nothing to resist the roll.

The anti-roll, or torsion bar will hold one wheel in position, so as the car rolls, the other wheel will try to compress the spring. Without the torsion bar, to control the roll, you get the 'flop'.

I am not sure why Yokomo have used this design. It was pioneered by Associated in the 12iS in 1984 (and included centre-point steering) and if it had been such a good idea, we'd still be using it! Weight, and it being too slow to react to the very fast direction changes we get in 12th did for it, and by 1987 we had the 12L, with a single spring in each wishbone, above the axle block.

Some people will use it, and like it. Equally, I think that one of the established suspension systems (AE, CRC or Speedmerchant) will win the Worlds! HTH

Well the amount of dampening would depend on what wight oil is used. The point to using a shock is the dampening would be more consistent than using grease or thick oil on the king pin. The shock isn't that large...it is the same size as the shock in the rear which is among the smallest you can make an oil filled shock that still works well.

The front end is not a standard AE reactive caster front end. It looks like it because the upper arm is the same...however the lower arms also move with the suspension instead of being static like other dynamic strut front ends. The reason it would flop around is because the shock does not attach to the chassis at all...it attaches to both of the lower arms so without the roll bar when the car rolls it would just pivot around the lower pivot points on the lower arm.

With the amount of power we have today and the lightness of the LiPo batteries weight is not as much of a factor as it was back in 1984. In today's RC the advantage gained by having an independent front end may now exceed the disadvantages of it's weight. As the industry changes old things that were a good idea but it's limitations out weight the benefit can be tried again and work better.