ESPECIFICACIONES DE NUESTROS TRUCKS

PUBLICA AQUI LAS ESPECIFICACIONES DE TUS TRUCKS. AQUI LES MUESTRO LAS DE LOS MIOS




The
Mammoth ST Photos: Jason Yu
Words: Stephen Bess
Prebuilt, affordable, and ready to win!

In only one short year, the "unlimited" monster truck racing class has exploded and grown into a full blown, legitimate class in which even factory drivers participate. Accompanying the sudden burst of interest in the class is a new crop of monster racing trucks, with XTM's Mammoth ST being one of the newest pre-built, ready-to-run trucks on the market. Although the Mammoth ST may look similar to XTM's previous MT and XLB vehicles, the ST has undergone a slew of upgrades and redesigns to prepare it for an all out racing assault at the track. Equally as exciting as the Mammoth ST's features is its price, which will place it atop the most-wanted list for many unlimited class racers.

Vehicle Features
The XTM Mammoth ST stadium racer is a completely redesigned truck, with only the engine and pipe, 2-speed, and internal differential gears carried over from the Mammoth MT monster truck. From its lower center of gravity, to its 3.5mm oil-filled shocks, to the vented brake discs, the Mammoth ST is designed for ontrack use. The ST includes a full set of ball bearings as you'd expect, as well as a 3mm 6061 aluminum chassis and chrome plated, hardened universals and dogbone driveshafts.

Double Bracing
The Mammoth ST's super long chassis creates a lot of open, unbraced aluminum areas that could be prone to bending and warping under high stress. The ST's chassis bracing takes care of that problem; not one, but two braces support both the front and rear ends to create a super stiff, warp-free chassis plate. On a truck as big and heavy as the ST, the more bracing the better.


Laydown Steering Servo
In an effort to lower the truck's center of gravity as far as possible, the ST also features a laydown steering servo and low-profile radio tray. A Cirrus CS 704MG steering servo snaps the front wheels left to right with a claimed 195oz-in of torque at a relatively quick 0.15sec transit time at 6-volts. The steering servo's metal geartrain increases durability, and the ST's adjustable servo saver with 3-hole Ackerman steering plate protects the servo.

Front and Rear Upgraded Gearboxes
Handling all of the XTM 24.7's power is the ST's upgraded geartrain and gearboxes. A hard anodized cap protects the differentials, rubber sealed bearings support the differentials, and a stronger steel formula for the ring and pinion gears increase durability. The diffs themselves are filled with red strawberry jam from the factory (Ok, it's red grease) but are fully sealed and capable of holding silicone oil if you choose to tune your truck with diff oils.

Two-Speed Tranny
Helping the Mammoth ST get up and going is its 2-speed adjustable transmission. The 2-speed allows the truck to feature a super low first gear ratio for quick acceleration, while the second speed provides plenty of topend speed to eat up long straightaways. XTM plans to offer an optional sealed, single-speed center differential for racing on smaller tracks, as well as an optional reverse module to give the ST reversing capabilities.





Revised Upper Suspension Arms
Unlike the Mammoth MT and XLB 1/7 buggy's open oval-style upper arm, the ST's upper suspension arms have been redesigned as a single A-arm unit. The upper arm design is more durable due to a thicker hinge pin housing area, and it places less stress and wear on the shock towers by spanning the arm load over the wider mounting area. The arms feature a threaded steel turnbuckle at all corners for adjustable camber as well.
RTR Gear
Radio: Hitec Aggressor AM
Receiver: Hitec
Servo(s): (S) Cirrus CS704MG / (T) Hitec HS-311
Engine: XTM 24.7 Pullstart
Pipe: XTM Black Tuned Pipe
Our Test Gear
Receiver Pack: Orion Marathon, 12221, $30
Fuel: Orion Black demon 30%, 89050, $16

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Connect
XTM/Global Hobby ph: 800.854.8471
web: hobbypeople.net

Team Orion ph: 714.694.2812
web: team-orion.com


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Scorecard
Scale ratings: 1=Poor|10=Excellent

N/A Instructions
8 Parts Quality/Fit
8.5 Durability
8.5 Tunability
8 Overall Performance
10 Value
+ Hits
Allows you to jump directly into outlaw monster truck racing at an amazing price
Durable construction
2-speed transmission = lots of speed
- Misses
Where's the real thread lock?!
Steering servo didn't keep pace witht he truck


INSTRUCTIONS AND SETUP
Our Mammoth ST was so fresh off the assembly line, the XTM factory hadn't even had time to complete the instruction literature and accessories. Preparing the truck for the track, however, is easy and quick because the truck comes 99% finished from the factory. I took a few minutes to install the pre-cut decals onto the body, pop the AA alkaline batteries into the radio and receiver box, and set the radio trims to neutral before beginning break-in.


Testing

After breaking-in the XTM 24.7 engine using a heat-cycling method, I.. .blah blah, you honestly don't care to hear the details, do you? You want to know how it tore up the track, shot dirt rooster tails ten feet high, and I don't blame you. So let's cut to the chase! I tested and practiced at our favorite local track, Revelation Raceway (www.revrace.com) to put the Mammoth ST through its paces.

Acceleration and Speed: The Mammoth ST's considerable mass is easily overcome by its low gearing and strong XTM 24.7 engine. Pull a handful of throttle, and the ST shoots away quickly with all four tires clawing at the ground. A few seconds later, you'll hear it pop into second-gear on its way to a 49.5 mph top speed. Its initial acceleration runs were strong, but after a few tanks at the track the truck began to bog considerably in spite of a good tune, which meant that the clutch shoes were beginning to overheat. Keep an eye on the clutch, scuff it regularly and you'll have the ST accelerating strongly every time.
Rating: 8/9

Braking: Much to my surprise, the little Hitec HS-311 standard servo provides more than enough yank to bring the Mammoth ST to screeching halt. The truck's dual disk brake setup works brilliantly with the standard servo, which has much less torque than a "race" type high torque servo. The Mammoth continued to brake well and nearly lock the wheels up after extended run times, which translates into an excellent braking rating, although I did notice the brakes begin to fade slightly after a 10 minute track session.
Rating: 9.5



Low-Speed Handling: For a truck of its size and weight, the Mammoth ST is fairly nimble through tight infield sections but its stock servo doesn't seem to have the yank required to keep the tires pointed in the right direction. Having seen XTM sponsored driver Jeff Guest wheel his truck around the same track, I'm confident that the Mammoth ST is more than capable of cutting tight lines with any truck on the market. My truck, however, pushes and drives wide arcing lines unless you drive with lots of brake taps to bring the rear end around slower, tighter turns.
Rating: 7.5

High-Speed Handling: As the truck picks up steam, the steering becomes less and less responsive, again due to the stock steering servo's lack of torque. Although the Mammoth ST is extremely stable at high speeds, and soaks up surface imperfections without getting upset, handling at higher speeds becomes numb as the steering servo loses its fight to steer the big wheels and tires in the desired direction. The ST's chassis is highly capable of carving up highspeed chicanes and timing sections, but in its stock form its wheels straighten out and you must drive with lots of brake to get the rear end pointed in the right direction. High marks for high-speed stability, lower marks for its inability to turn and keep tight lines at those speeds.
Rating: 8

Rough-Track Handling: The Mammoth ST's extended chassis and suspension design gives the truck a very stable, plush ride over even the most rutted surfaces. As Revelation's track surface became more rutted over the weekend, the Mammoth ST never seemed to notice. The truck comes with 100wt shock oil from the factory, but I followed an XTM employee's recommendation and refilled the shocks with 45wt oil for track use. The truck's wide tires and wide suspension makes the Mammoth ST highly stable even on rutted surfaces.
Rating: 9

Jumping: Jumping the Mammoth ST is a breeze; simply line up the truck, pull the throttle, and make any mid-air corrections necessary. It's as simple as that. My Mammoth ST jumps straight and true, and its in-air attitude is easily corrected with a tap of the brakes or a throttle jab. The truck lands with stability and soaks up even the biggest air you can throw at it.
Rating: 10


Wrenching Maintenance: Working on the Mammoth ST is similar to working on a 1/8 buggy, which means you can tear the diff cases open and access the diffs fairly easily. I'd like to see hex-head screws rather than the Phillips-head screws included in the kit, but that's getting picky. One thing you cannot avoid before running your Mammoth ST, however, is adding thread-lock to ALL metal-to-metal joints. After only two tanks, my Mammoth ST had nearly shaken itself apart and I was convinced that I had broken the truck. All four differential outdrive cup setscrews had loosened, and two of the four engine mount bolts loosened and were unthreaded before I caught them. Take the time to go over your truck, apply thread-lock liquid, and you'll keep everything in once piece.
Rating: 7

Wear and Tear: Other than the threadlock problems on the metal-to-metal connections, my Mammoth ST held up well and broke no chassis parts during testing. I did have some issues with radio gear, however, as the steering servo actually melted during radar testing. XTM reps say that the ST's updated and upgraded differentials and driveshafts will easily withstand the stock engine's power, and they were correct. I jumped the truck and purposefully landed with the throttle pinned to see how durable the drivetrain really is, and it never once hiccupped or chipped a gear tooth. Overall the truck seems very durable in its stock form; throw in a race-caliber steering servo, and it should be bulletproof.
Rating: 8.5

Tuning: The ST offers plenty of tuning options out of the box. Its threaded oil- filled shocks are easy to adjust, and several shock mounting positions increase its adjustability. The steering plate offers three Ackerman settings, and you can add or remove swaybars to alter its bump handling capabilities. I'd like to see a center diff standard in place of the included 2-speed tranny, but XTM does plan to offer a standard center differential as an option for racers. And although Pro-Line's popular 40-series Maxx Bowtie tires will mount to the ST's wheels, you must use XTM's wheels due to the truck's 17mm drive hexes.
Rating: 8.5

Conclusion: XTM's Mammoth ST is an excellent way to get into "Unlimited" or "Outlaw" monstertruck racing at an unbelievably low price. Like most RTR vehicles that are claimed "racers," there are some components you'll want to upgrade before hitting the track; most notably its radio gear. Beginners will get plenty of use out of the stock Hitec radio gear and steering servo, but those of you who plan to club race competitively will want more. The truck's handling is solid in stock form but becomes a totally different monster with racing components installed. When you factor in the potential cost associated with building up a buggy conversion to enter the outlaw MT class the Mammoth ST's performance and amazing price makes it a strong contender at the hobby shop counter and at the racetrack.
Vehicle Info
Vehicle: XTM Mammoth ST
Scale: 1/8
Type: Unlimited Monster Truck
Part #: 07304
Street Price: $340
Price as tested: $386 (including all items used for testing)
Setup time: 1 hour
Experience Level: Novice to Intermediate


Technical Info
Chassis
Layout: Lower plate w/ upper radio deck
Thickness: 3mm 6061
Material: 6061 Aluminum
Fuel Tank Capacity: 125cc

Suspension
Type: Lower H-arm w/ upper A-arm
Turnbuckles: Steel
Steering: Dual bellcrank w/ adjustable tension servo saver
Swaybars: 3.5mm rear sway bar

Shocks
Bodies: Threaded aluminum
Damping: 100 wt. oil
Pistons: 2-hole
Springs: XTM white firm

Drive Train
Type: 4WD shaft drive
Differential: F/R sealed bevel gear
Diff Fluid: Grease
Axle Type: (F) CVA / (R) Dogbone
Transmission: 2-speed
Spur Gear Material: Nylon
Clutch: 3-shoe (backwards mounted)
Bearings: Metal shielded

Gearing
1st 2nd
Pinion/Spur: 12/65 17/60
Gear Ratios:
Primary: 5.42:1 3.53:1
Internal: 3.31:1
Final: 17.94:1 11.68:1


Body, Tires, Wheels
Body: Prepainted XTM
Tires (F/R): XTM
Diameter/Width: 6.125in. x 3.6in. (156mm / 91mm)
Hex Size: 17mm
Wheels: Yellow dish

Items Needed
Fuel, glow igniter


Main Competition
Hot Bodies Lightning Stadium Pro, Mugen MBX-5T, Jammin X1CR-T


Who It's for
Monster truck racers


powerplant info

XTM's 24.7 pull-start engine continues to find its way into XTM's RTR vehicles, and for good reason. Manufactured by SH Engines, the 24.7 is easy to tune, produces lots of power for its price, and develops its power in the meat of the RPM range-right where you want it for a linear, easy to drive feel. My 24.7 engine ran well with 30% nitro fuel, and after smoking the stock plug on the dyno, I installed a McCoy MC9 cold plug and still ran the same plug several race weekends later. The 24.7 seems to like a leaner high-end setting than most engines to produce power, but be careful not to go too far; the engine's large cooling head can mask overly-lean settings with "normal" head temps.



Acceleration
Acceleration
(0-60FT): 1.96 sec. @31.6mph
Top Speed 49.5 mph @ 288.51 ft.
Average Runtime 6.5 minutes


Performance Info
Test Conditions Handling Braking
Weather: Sunny
Turning Radius: 8 ft., 4in.
Control: Good

Temperature /
Humidity: 70°F / 20%
On Power: Moderate Push
Fade: Slight

Barometric
Pressure: 29.97 in
Off Power: Slight Push
Overall Braking: Excellent

Altitude: 652 ft.



Track Type: Rutted Dirt




Engine Data
Engine: XTM 24.7
Bore x Stroke: .683in x .653in
(17.5mm x 16.75mm)
Displacement: .247in.3 (7.1cc)
Fuel: Orion Black Demon 30%
Pipe: XTM Stock
Plug: XTM #3 Medium
Peak HP *: 1.27hp @ 23,000rpm
Peak Torque *: 61.44in.-oz. @16,750
Peak RPM *: 37,250rpm
* Results as tested
Needle Settings
High: 2.5 turns from bottom
Low: 2 turns from bottom
Mid: N/A
Operating Temp.: 240-250°Fhttp://www.hobbypeople.net/review1/145619.htm

CEN Racing is proud to announce the new Matrix TR Arena truggy to accompany the Matrix in CEN's racing stable. The Matrix TR Arena may look similar at first glance to the Matrix, but the Matrix TR Arena is not a converted Matrix with long arms. The components have been redesigned to take the beatings that truggies go through. Starting with the Big Bore 16.5mm diameter shocks, super long suspension arms that enable sure and steady handling, rugged 6 gear sealed differentials that can be fully tuned with silicone diff oil.


CEN Engineers designed the Matrix TR Arena with high performance, lightweight, ease of adjustment, along with simple maintenance in mind. The composite arched chassis braces reduce the chassis flex but without the added weight of using aluminum braces. And if you want to tune differentials, just remove six screws and that's it! The Matrix TR arena is a truggy that you won't dread to wrench on.
Along with the new chassis braces, the steering and suspension have been optimized to work with the larger truck wheels. Truggies are known for power and the Matrix TR Arena doesn’t disappoint, the TR .28 pull start engine will have you throwing rooster tails around your backyard in no time. With all the power the TR .28 puts out, don’t worry about rounding out those tiny 17mm hex wheels, the Matrix TR Arena comes equipped with 23mm wheel hexes. If you want a 1/8th scale high power truggy, the Matrix TR Arena has arrived and is waiting for you at your hobby shop.


This state-of-the-art Corsa 4.6 cc Nitro Powered Engines is equipped with easy to tune two needle carburetor system; make it simple to find the ideal settings for your needs. O-rings throughout provide a tight seal to keep dirt and debris out of your motor while preventing air leaks for maximum consistency. Refined porting and induction timing enables this engine to provide your race cars with a blast of low-end power and super high RPM that will leave the competition in the dust. CORSA engineers have selected the world's finest precision ball bearings to keep your off-road vehicle out there longer then the competition by providing maximum efficiency.


CEN Racing is releasing new and improved cross pin differentials in their kits and RTR for added stability. These new differentials provide more traction off power along with more stability on loose conditions. The new differential system is extremely smooth and very effective for increased performance!



FM Digital Spec Radio
144oz, Metal Gear, Ball Bearing Servos
The RTR version of Matrix TR Arena includes 144oz high torque servos for both steering and throttle. Those high torque servos are made of high qualify aluminum internal gears support by ball bearings. You will never need to spend $200 to upgrade your servos.
World Exclusive Center Chassis Braces: The Matrix Arena TR utilizes composite horizontal arched chassis braces provide an extremely rigid chassis without compromising the weight of the truck. The design adds minimal side flex which aids the truck in bumpy conditions while providing more traction.




Shocks construction: Large 16.5 mm aluminum shock bodies provide extremely plush suspension that soaks up the ruts and bumps. Big Bore Shocks with 14mm width pistons and extremely durable 3.5mm shock shafts.


The suspension geometry is fully adjustable and offers superior handling in rough conditions. The Matrix Arena TR utilizes long A arms for added stability and smoother weight distribution.




Captured Hinge pins: The Matrix Arena TR uses a captured hinge pin that reduces the use of e clips while offering a smooth and effective suspension.


Engine Placement: Engine placement is a key factor in the truggy class. The Matrix Arena TR has the engine placed more towards the front of the vehicle. This provides the truck with more steering and effective weight transfer.




Fuel Tank: The Matrix Arena TR fuel tank is 150cc and is equipped with a built in fuel filter and splash reservoir system. Fuel tank is mounted as close to the chassis as possible to maximize low CG effect.


4 Disc Metal Brake System. This new system stops the lighting fast Matrix TR on a dime. Features include vented brake discs along with fully adjustable front and rear brake controls. Matrix TR is the only truggy in the market with front/rear adjustable brakes.




Light weight CNC Steel Spur Gear: The CNC Steel Spur is not only extremely durable, but has been milled to lighten it up. The lighter spur gear reduces the rotating mass which greatly affects the efficiency of the drive train.
Change Setup: Changing your anti squat and toe in is extremely easy. The anti squat and toe in are both built into one rear block. Change only one block (4 screws) when changing your set up. There are 6 different options to choose from. Fine tuning your Matrix Arena TR is quick and easy with this innovative system.




Durability you can see: The Matrix Arena TR utilizes CEN's extremely durable turn buckle system which are very beefy yet lightweight. The turn buckles are hollow to increase strength and reduce weight. The rod ends are super thick for unmatched durability.




23mm wheel hex's for increased durability
Matrix TR Arena is equipped with 23 wheel hex. They are 40% stronger than standard 17mm hex on most trucks. Truck can utilize standard offset and 1/2in offset 23mm wheels Low CG Design: Laid down steering servo design is utilized it maximize low CG effect. Everything is design to sits lower from differential, radio tray, radio box, center diff, to engine mounting.




Light weight Composite Radio Tray: The Matrix Arena TR is equipped with a light weight composite radio tray that is designed with strength, weight and simplicity in mind. No more heavy metal posts.
6 spoke light weight racing wheel with racing pin style threads. Highly developed soft compound provides more contact surface and grip. Last longer, more cornering speed, and faster acceleration.

Quiubo Jonathan!!

Muy interesantes tus carros y los articulos en gral, pero recuerda que la tercera regla del foro reza algo así como: "...sólo se haran publicaciones en CASTELLANO..." así que a traducir...!!!

JAjajaja si Jonnat perezoso!!! jajaja

Muy bien Camilo este si lee las normas!!!

Despacito los va traduciendo...... jejeje

YO SE Q TODO EN ESPANOL PERO NO TODO SE LOS PUEDO DEJAR MASTICADITO ASI Q A TRADUCIR LOS Q NO SABEN INGLES PEREZOSOS HAHHAHA PLOP!

Hahahaa

Se iva dando como garra Jhonatan...jajajajaj

Deberia ser algo como:::

SAVAGE X 4.6 RTR

Length: 21" (533mm)
Width: 16.8" (427mm)
Height: 10" (254mm)
Wheelbase: 13.25" (336mm) wheels on-center front-to-rear
Suspension Travel: 6" (152mm)
Tires- Front and Rear: 6.25" x 3.25" (16 x 8.2mm)
Body-
Length: 18" (457mm)
Width: 7" (178mm) at rear wheels, widest point
6-1/4" (158mm) behind from wheels, thinnest point
Height: 5" (127mm)

LA IDEA ES SABER TODO SOBRE LOS CARROS Y COMENTARIOS NO SOLO ESO SINO TAMBIEN FOTOS SOBRE SUS PARTES HEHEHE!!!

y en donde encontraste esta información? para buscar la de los mios...

Camilog28 escribió:y en donde encontraste esta información? para buscar la de los mios...

http://www.traxxas.com/products/nitro/revo/revo33/trx_revo33.htm