1LikesKyosho VoneR Thread
06-17-2003, 06:41 AM
#7891
Re: Race results
Originally posted by KingWillie
Raced this past weekend on the same temporary track as last time, medium grip. I made the changes to my set-up as suggested; stiffeneed up the springs (Fantom 1.7mm, red springs all the way around), went with 40wt in all the shocks. Put in a tad moore droop in the rear and I still get poor turn in coming off the fast sections off power. Seemed to be an improvement in faster corners but under deceleration and braking from high speeds into a tight slow corner still pushing. I'm braking at the same point the NTC3 and Mugens are. Any more suggestions.
Would there be any advantage in softening up the front sway bar to give the outside tire a bit more grip?
Raced this past weekend on the same temporary track as last time, medium grip. I made the changes to my set-up as suggested; stiffeneed up the springs (Fantom 1.7mm, red springs all the way around), went with 40wt in all the shocks. Put in a tad moore droop in the rear and I still get poor turn in coming off the fast sections off power. Seemed to be an improvement in faster corners but under deceleration and braking from high speeds into a tight slow corner still pushing. I'm braking at the same point the NTC3 and Mugens are. Any more suggestions.
Would there be any advantage in softening up the front sway bar to give the outside tire a bit more grip?
It sounds like you need to get it to rotate a bit better.
06-17-2003, 06:46 AM
#7892
Originally posted by Taylor-Racing
Thanks, tl2111.
18/27 - that's interesting. Presumably the RR side belt will accomodate this with appropriate tensioner adjustment?
I guess the thing I really don't know is, what tyre split will maintain as near as possible to equal F/R tyre wear - all other things being equal.
. . . and what's with this "Mr Taylor" . . . very formal
. . I thought I had you guys fooled. 
Feel free to use my real name if you like - Gavin, Gav . . whatever.
Thanks, tl2111.
18/27 - that's interesting. Presumably the RR side belt will accomodate this with appropriate tensioner adjustment?
I guess the thing I really don't know is, what tyre split will maintain as near as possible to equal F/R tyre wear - all other things being equal.
. . . and what's with this "Mr Taylor" . . . very formal
. . I thought I had you guys fooled. Feel free to use my real name if you like - Gavin, Gav . . whatever.
It should be 18/25, not 18/27.
one thing that you should keep in mind is, the smaller the is the less tyre wear.
at moorebank in 30 min finals start with 62.5mm 40shore rear, when finish it measure to about 59.5mm. when I start with 60mm by the time I finish it measure to 58mm, so you see the wear rate is constainly changing, not to mention if you are using different compound for f/r tyres it throws in more variable.
I think ODR is important but the driving style has alot to do with it as well, especially in endurance race it has to smooth to save tyres and fuel mileage also not to stress the engine. Happy Racing
06-17-2003, 07:19 AM
#7893
Originally posted by tl2111
Sorry Gavin
It should be 18/25, not 18/27.
one thing that you should keep in mind is, the smaller the is the less tyre wear.
at moorebank in 30 min finals start with 62.5mm 40shore rear, when finish it measure to about 59.5mm. when I start with 60mm by the time I finish it measure to 58mm, so you see the wear rate is constainly changing, not to mention if you are using different compound for f/r tyres it throws in more variable.
I think ODR is important but the driving style has alot to do with it as well, especially in endurance race it has to smooth to save tyres and fuel mileage also not to stress the engine. Happy Racing
Sorry Gavin
It should be 18/25, not 18/27.
one thing that you should keep in mind is, the smaller the is the less tyre wear.
at moorebank in 30 min finals start with 62.5mm 40shore rear, when finish it measure to about 59.5mm. when I start with 60mm by the time I finish it measure to 58mm, so you see the wear rate is constainly changing, not to mention if you are using different compound for f/r tyres it throws in more variable.
I think ODR is important but the driving style has alot to do with it as well, especially in endurance race it has to smooth to save tyres and fuel mileage also not to stress the engine. Happy Racing
That's why I said "all other things being equal"
As always, the devil is in the detail.
06-17-2003, 07:21 AM
#7894
Originally posted by finchy
That shell looks really slick Taylor-Racing.
That shell looks really slick Taylor-Racing.
06-19-2003, 09:35 PM
#7897
Tech Master
bump
06-19-2003, 10:36 PM
#7898
Finchy you going down to the track tomorrow???
06-19-2003, 10:38 PM
#7899
If so Finchy I will bring down that cltch bell if you are interested and that clutch shoe I have a few red ones and a few gray ones.
06-22-2003, 02:01 AM
#7900
Re: ODR Calculator
Originally posted by tl2111
Here is the ODR calculator for ones who interested.
Here is the ODR calculator for ones who interested.
Damo
06-22-2003, 04:44 PM
#7901
V1RR EVOLUTION IS RELEASED!!!!
http://www.kyosho.co.jp/rc_model/tou...olution-j.html
Translation below:
It acquires the long suspension arm and low with center of gravity and front section modification, suitable aggressive power in name of evolution!
V-One RR evolution chassis kit < sponge tire
The V-ONE RR which announces preponderant strength with race/lace of the every place, achieves evolution as a pure racing machine. It came to the name, " evolution " suitablly and learned speed. That chassis which R class with KYOSHO CUP, and victory with JMRCA1/10GP touring car all the Japanese championships is stared is thorough maturing conversion over entirely. Is low optimization of camber change in the midst of center of gravity converting and suspension stroke, average speed and the sense of security of cornering improvement. Sharpness sharp looking back characteristic and acceleration, with the light maneuverability where the person who lines up is not, the shortcut to victory it runs without stopping. And abundance of the adjustment territory which is prepared for race/lace and that it is wide, corresponding power, offers the preponderant advantage with race/lace to the driver which has remembering in the arm. The machine which is born just in order " evolution " only of name is not, to win. In equation to victory, the new page was cut.
To 4mm long it optimizes the camber change at the time in stroke with the front suspension arm which is converted and the bulkhead which is made to convert narrowly.
With the upper arm pivot of another body structure, camber angular change setting possibility.
Horizontal ranging of steering wheel servo, light maneuverability with such as substantial modification of front section and centralization of mass furthermore improvement.
Cornering * average speed substantial improvement.
The shoe type 2 speed A/T, the 3d clutch and the gear etc. of 0.8 modules, back up the running of high efficiency.
Front one-way unit effective use and no load of traction loss at time thoroughness removal.
You consider in the effect with encounter, you adopt the rear diff. of 4 bevel gears which adjustment with the oil is easy to do.
New model L letter servo saber of relief.
Approximately it equips the stabilizer together.
The aluminum it starts shaving, oil damper standard equipment.
The full bearing specification which actualizes preponderant high efficiency.
You use the strong GRP make sponge tire with race/lace.
http://www.kyosho.co.jp/rc_model/tou...olution-j.html
Translation below:
It acquires the long suspension arm and low with center of gravity and front section modification, suitable aggressive power in name of evolution!
V-One RR evolution chassis kit < sponge tire
The V-ONE RR which announces preponderant strength with race/lace of the every place, achieves evolution as a pure racing machine. It came to the name, " evolution " suitablly and learned speed. That chassis which R class with KYOSHO CUP, and victory with JMRCA1/10GP touring car all the Japanese championships is stared is thorough maturing conversion over entirely. Is low optimization of camber change in the midst of center of gravity converting and suspension stroke, average speed and the sense of security of cornering improvement. Sharpness sharp looking back characteristic and acceleration, with the light maneuverability where the person who lines up is not, the shortcut to victory it runs without stopping. And abundance of the adjustment territory which is prepared for race/lace and that it is wide, corresponding power, offers the preponderant advantage with race/lace to the driver which has remembering in the arm. The machine which is born just in order " evolution " only of name is not, to win. In equation to victory, the new page was cut.
To 4mm long it optimizes the camber change at the time in stroke with the front suspension arm which is converted and the bulkhead which is made to convert narrowly. With the upper arm pivot of another body structure, camber angular change setting possibility. Horizontal ranging of steering wheel servo, light maneuverability with such as substantial modification of front section and centralization of mass furthermore improvement. Cornering * average speed substantial improvement. The shoe type 2 speed A/T, the 3d clutch and the gear etc. of 0.8 modules, back up the running of high efficiency. Front one-way unit effective use and no load of traction loss at time thoroughness removal. You consider in the effect with encounter, you adopt the rear diff. of 4 bevel gears which adjustment with the oil is easy to do. New model L letter servo saber of relief. Approximately it equips the stabilizer together. The aluminum it starts shaving, oil damper standard equipment. The full bearing specification which actualizes preponderant high efficiency.You use the strong GRP make sponge tire with race/lace.
06-23-2003, 12:37 AM
#7902
So the wait is finally over. Who will have these new beauty's for the QLD and Oz championships. I think there will be at least one or two hitting the track. What do you think AMGRacer? Another thing to think about is it worth getting the conversion kit or a whole new car, or maybe one of each. One for club racing and one for hardcore racing.
Another thing to think about is it worth getting the conversion kit or a whole new car, or maybe one of each. One for club racing and one for hardcore racing.
06-23-2003, 12:57 AM
#7903
That look cool Can't wait to get mine V one RR Evolution....
Damo
Can't wait to get mine V one RR Evolution.... Damo
06-23-2003, 04:35 AM
#7904
AMGRacer when do you think you'll have your EVO.
06-23-2003, 04:43 AM
#7905
Dunno when I get the EVO yet 
Very soon!
Very soon!