NoStRaDaMuS
06-09-2006, 08:52 AM
Según el Site de Radio Control Car Action:
That's Jay behind the wheel, flanked by Jared Tebo (right) and Associated engineer Kurt "Coach" Wenger. Ok, here's Jason!
Jared’s Radio Set-up
I thought I would mention how Tebo’s radio felt as it was quite a bit different from what I am used to. The trigger pull on Jared Tebo’s 3PK was pretty stiff and the tension on the spring was tight. The truck also didn’t have strong brakes as I was told it wasn’t possible to dial in any more into the radio. The lack of brakes wasn’t a mechanical issue, but more of a radio issue according to Kurt “Coach” Wenger, who is one of Associated’s engineers. It made it a little difficult to downside jumps, but thankfully I still managed to drive the truck and get a feel for how it handled.
Track Conditions
Team Associated has been testing at a private track that is situated between two homes. A six-foot chain link fence that is covered with tarps and barbwire completely surrounds the track and insures privacy. The 35-second-a-lap track has several mini motocross berms, doubles, singles, and a variety of terrain. The surface was about what you would expect at an 1/8-scale/ truggy track with acceleration bumps in the exits of corners, and miscellaneous ruts and imperfections throughout the track. The track was not watered and was hard-packed and dusty in several corners, not exactly ideal for 1/10-scale 2WD stadium trucks.
Cornering
With the GT2 set-up to Tebo’s liking, it didn’t have a lot of initial steering, which made the truck easy to drive. Steering was a little numb as you entered corners, which is a characteristic I happen to like. It forced me to drive through the corners and prevented me from overdriving. It was incredibly easy to pick my way through corners without looping out or causing the rear end to come around. Every now and then the truck wanted to come around, but simply centering the steering wheel corrected the truck and no counter steering was needed. I was certainly impressed, as I am not a very good gas truck driver and I thought I was able to get through the corners pretty well because of the GT2. [Jason is being modest, he can run with the pro's, no problem --Pete]
Acceleration
I was concerned about the track’s dusty surface and was afraid that I would spend a lot of time doing doughnuts in the corners as I accelerated out of them. I was surprised because the GT2 tracked straight and tamed the loose and dusty surface. As long as you didn’t hammer the throttle when exiting corners, the truck went exactly where I wanted it. The LRP engine and two-shoe clutch made for a very linear and easy-to-drive powerband. The truck would get up to speed at a brisk pace, but didn’t spend a lot of time spinning the tires and breaking traction. The engine, truck and clutch made it very easy to get on the gas considering the track’s conditions.
Jumping
The GT2 jumped well, with a slight tendency for nose-high flight. I was able to get on the gas soon after landing without the truck washing out or getting out of shape. According to Coach, the GT2 jumps higher and farther than the GT because of the new suspension design. This is something I did not notice, as it jumped as I expected it to and very similar to gas trucks I have raced.
Bump Handling
Truggies and 1/8-scale buggies normally rip up this private track and the bumps and ruts throughout the track’s surface were evidence of this. I struggled a bit my first few laps, as I seemed to find every imperfection on the track. I needed to be marshaled quite often (thanks Josh), until Tebo started pointed out the lines he found during testing. While driving through the rough stuff I noticed that the GT2 just plowed right through the holes and bumps. The truck stayed level and only got tripped up when I went through the bumps a little sideways. By maintaining a consistent speed the GT2 drove through the bumps really well and predictably.
Team Quotes
Kurt “Coach” Wenger
The GT2 jumps better and it lands much better too.
The truck is still easy to drive, and in testing it was consistently faster than the GT.
Jared Tebo
The main thing I notice is that handles a lot like the old truck, but it jumps a lot better. It doesn’t bounce when it lands. The GT2 has more forward bite, which makes it easier to get over the jumps. It has a lot more set-up adjustments, which make it easier to change for different tracks.
http://img46.imageshack.us/img46/4989/assogt21mx.jpg (http://imageshack.us)
That's Jay behind the wheel, flanked by Jared Tebo (right) and Associated engineer Kurt "Coach" Wenger. Ok, here's Jason!
Jared’s Radio Set-up
I thought I would mention how Tebo’s radio felt as it was quite a bit different from what I am used to. The trigger pull on Jared Tebo’s 3PK was pretty stiff and the tension on the spring was tight. The truck also didn’t have strong brakes as I was told it wasn’t possible to dial in any more into the radio. The lack of brakes wasn’t a mechanical issue, but more of a radio issue according to Kurt “Coach” Wenger, who is one of Associated’s engineers. It made it a little difficult to downside jumps, but thankfully I still managed to drive the truck and get a feel for how it handled.
Track Conditions
Team Associated has been testing at a private track that is situated between two homes. A six-foot chain link fence that is covered with tarps and barbwire completely surrounds the track and insures privacy. The 35-second-a-lap track has several mini motocross berms, doubles, singles, and a variety of terrain. The surface was about what you would expect at an 1/8-scale/ truggy track with acceleration bumps in the exits of corners, and miscellaneous ruts and imperfections throughout the track. The track was not watered and was hard-packed and dusty in several corners, not exactly ideal for 1/10-scale 2WD stadium trucks.
Cornering
With the GT2 set-up to Tebo’s liking, it didn’t have a lot of initial steering, which made the truck easy to drive. Steering was a little numb as you entered corners, which is a characteristic I happen to like. It forced me to drive through the corners and prevented me from overdriving. It was incredibly easy to pick my way through corners without looping out or causing the rear end to come around. Every now and then the truck wanted to come around, but simply centering the steering wheel corrected the truck and no counter steering was needed. I was certainly impressed, as I am not a very good gas truck driver and I thought I was able to get through the corners pretty well because of the GT2. [Jason is being modest, he can run with the pro's, no problem --Pete]
Acceleration
I was concerned about the track’s dusty surface and was afraid that I would spend a lot of time doing doughnuts in the corners as I accelerated out of them. I was surprised because the GT2 tracked straight and tamed the loose and dusty surface. As long as you didn’t hammer the throttle when exiting corners, the truck went exactly where I wanted it. The LRP engine and two-shoe clutch made for a very linear and easy-to-drive powerband. The truck would get up to speed at a brisk pace, but didn’t spend a lot of time spinning the tires and breaking traction. The engine, truck and clutch made it very easy to get on the gas considering the track’s conditions.
Jumping
The GT2 jumped well, with a slight tendency for nose-high flight. I was able to get on the gas soon after landing without the truck washing out or getting out of shape. According to Coach, the GT2 jumps higher and farther than the GT because of the new suspension design. This is something I did not notice, as it jumped as I expected it to and very similar to gas trucks I have raced.
Bump Handling
Truggies and 1/8-scale buggies normally rip up this private track and the bumps and ruts throughout the track’s surface were evidence of this. I struggled a bit my first few laps, as I seemed to find every imperfection on the track. I needed to be marshaled quite often (thanks Josh), until Tebo started pointed out the lines he found during testing. While driving through the rough stuff I noticed that the GT2 just plowed right through the holes and bumps. The truck stayed level and only got tripped up when I went through the bumps a little sideways. By maintaining a consistent speed the GT2 drove through the bumps really well and predictably.
Team Quotes
Kurt “Coach” Wenger
The GT2 jumps better and it lands much better too.
The truck is still easy to drive, and in testing it was consistently faster than the GT.
Jared Tebo
The main thing I notice is that handles a lot like the old truck, but it jumps a lot better. It doesn’t bounce when it lands. The GT2 has more forward bite, which makes it easier to get over the jumps. It has a lot more set-up adjustments, which make it easier to change for different tracks.
http://img46.imageshack.us/img46/4989/assogt21mx.jpg (http://imageshack.us)