at about 7 minutes you start describing something many 1:1 drivers can't grasp, the polarization of weight is even more important than the front/rear balance. a barbell is harder to swing than an axe

Excellent. Very useful video as always.

Is bumpsteer adjustment a good option as well for better handling in bumpy corners?

Thank you ……..😎🦾

Would be good to hear an explanation on "PACK". Its not obvious what it is. Something to do with the increase in damping as the fluid pressure increases whilst aeration reduces??

low frequency springs in my case are too slow. I change my rear low frequency for stadard springs.

Tommy is the short chassis the B6.4 d ?

Can’t you guys just go out drinking together and just fight and make friends again like how it should be? Man you got a response video to a response video! What’s next? A response video to a response video to a response video? No! Just get drunk together argue it out and fight then make up then race each other

Thanks

4:34 😊

Do these suspension dynamics also apply to the pro4 sc10 short track truck?

More camber meaning more negative camber (-2 towards -3) or less (towards zero)

17:00 a harder vs softer spring has to offer the same force at rideheight for both to be the same. A harder spring is compressed less, a softer spring more to achieve this. If the springs are very long and both compressed a lot even at full droop the difference in lifting the car is not so noticable. If the hard spring is basically fully extended at droop, and softer one compressed a lot, it becomes more noticable. A harder shorter spring will lift the car less above ride height than a softer longer spring.

If I'm having trouble clearing big jumps, but I have plenty of power, would stiffer stocks help?

Very helpful. How do you shorten the wheel base? Love the outtakes. Keep adding those - brilliant!

Wouldn't changing to a piston with smaller or fewer holes accomplish pretty much the same thing?

Is there a link to the pistons used or piston flap to purchase them?

Great stuff lads, even the outtakes 😂

Brilliant, loved the out takes at the end! 😂

Perfect and super helpful

Wheel hex size affects the roll centre, so the effects you experience with changes to that might be at least partly from roll centre changes.

Hi everyone, just realized the audio is a little messed up in this video. We will make sure it doesn't happen again and we hope you still enjoyed the video!

@hallbrothers, what is your thought on using grease in a gear diff to make it an open diffand act more like a ball diff?

Very good thank you. Did you have pepper with your meal?! 😀

Very useful, thanks 👍🏼

Don't like the chassis with plastic hanging over in the back- where you are going to rub it and wear it off. Also, some of the holes for screws are off and don't line up. What a mess

Dude, drink a nice cup of hot tea with honey before your videos. You’re making me thirsty.

Will inverted shocks work on high grip clay?

Offroad cars on carpet and hard pack clay is moronic.

Associated buggies let you change the camber link length which adjusts the camber gain without changing the roll centre. So you could isolate the positive effects by either adjusting the pills for roll centre, or the link lengths for camber gain.

I literally feel the opposite. the extra weight in low grip transfers more energy into the tires to generate grip. in high grip, the extra weight kills you because you DO have all the grip you need, so all it does is slow you down in the corner, or cause you to traction roll. if you want to make the car easier to drive, adjust your setup such thats its easier to drive. if you need the car more numb, make it more numb....add some toe, add some caster, play with akerman, lower the ride height, ect. if you want the car pointer, set it up that way. Weight is a crude way to tune a car for feel. lighter is generally always faster, in the right hands. We have weight minimums but not weight maximums, that should tell you what you need to know. ideally you are always under weight and can (are forced to) add weight to specific areas to tune the handeling while my shifting weight while riding the weight limit.

When you change springs must you also change oil weight?

I much prefer using a centre diff on Astro. I find you can apply power sooner and for longer, especially on tighter sections of track.

Another great video. You can really tell that you have a Motorsport background

This video is brilliant. I had always envisgaed that more roll meant faster weight transfer, and hence more grip which I never really could understand given faster weight transfer would mean less grip on one tire. Learning that less roll is actually faster weight transfer was a lightbulb moment!

Forgive me if I'm wrong. But I've been drawing diagrams. Is the top arm angle not the opposite to what you state? Lowering the inner link(more downward angle on arm) should lower the Roll centre down and vice versa?

Anti Squat has always been my favorite adjustment. On 8th scale I felt like I could just incline it forward a bit and get all the grip I needed if I was oversteering. On 10th scale carpet, I felt like I could just tilt it back and get a much more stable rear end on acceleration out of a corner.

Carpet racing tip I like. If you're running pins on the front like the old proline pyramids, cutting off the nibs on the outer part of the tire will make the car a lot more forgiving and smooth while cornering.

What is Ackerman and how do you adjust?

Can we get an astro pro tip video next?

Would be nice to see you address the difference between rc and full size cars by the difference between sprung and unsprung weight ratio. IMO that’s why rc cars react to weight gain more favorably than full size.

Hi Jamie, what what shock set up is best for outdoor. I’ve got the b6.4 kit set up. I’m finding it a bit slow into corners and not reacting quick enough . Could you give me a guide to help me improve. I have red springs on front blue on rear.

You have the right attitude in trying to tie things to basics physics , and seem generally happy to be corrected thus here are my 2 cents based on first hand experience on full scale vehicles (not all is translatable in RC but forced based explanations of the RC are very relatable to RC also) . iHMO need to start putting a lot of meat on the bone when trying to explain things although i do get that might involve more time from your side - you seem to have fire in your belly though so the effort put in will be worth in the end. Free body diagrams , balances of forces and moments (ie Undergraduate Engineering Statics level) is enough to start getting a grasp before moving to dynamics . Everything else being equal fewer shims will lower the roll center (a classic 2D diagram like one here will help you grasp it easier kzbin.info/www/bejne/jZy9aJ-ogc6phMkfeature=shared) - so its the other way around @1:27 . All that being said higher/lower RC is still of relative importance - an unequal length wishbone suspension is a 4 bar linkage with 1 member (upright and wheel subassy) theoretically (momentarily for the shake of statics balance of forcess and moments) constrained with a spherical joint/hinge @ tyre patch contact point with the ground (repeat at the back end) .The forces acting on the CG of the car which is tied to the floating member of the 4 bar linkage are trying to push and pull through the wishbone and the top link and that will result in roll and pitch movements due to side forces at the same time .Specifics of the topology of the suspension from vehicle to vehicle , Kick ups , rideheight changes (resulting in a different stance of the 4 bar linkage etc at a given moment etc) will change the leverage ratios through the wishbone and top link resulting in different ammounts of induced roll and pitch movements).

But you can't reduce the Earth's gravity to 1/10 scale making this video moot🤭

cant "weight" 😆 to learn something new from hallbros

Thanks 😊

Wow, wish i had known this sooner. Been messing with RC-Cars for a year now and i never quite figured this out.

Thank you for 5:24

Does the same idea apply to a sealed clay track?

Engineers and multiple proven theories claim a helicopter cannot maintain controlled flight, but because they obviously can (very well), it doesn’t imply they’re all built wrong for it to contradict the science/theories, does it? IOW: I’m completely tracking your entire explanation/“argument(?)”, and appreciate the time, effort, and very comprehensive way this was all demonstrated & explained. Of course a few tiny weights/measures simply cannot be calculated, due in-part to parts size, inability to be inside these tiny cars, as well as sophisticated tooling that would be required to find every center, bias, etc. I think after showing the many other unsprung weight differences being surprisingly more, showed that flipping the shocks really has no effect. But, if it’s true, swap your tire foams and it’s irrelevant. I’ll certainly be following and trying some things myself. One other thing the other guys didn’t seem to clear up, was that you weren’t actually changing fluids, pistons, etc., meaning part of his argument regarding this really has no bearing on what you’re actually doing (imo)…