Left: Removing two screws is all it takes to remove the spur gear, which allows for quick gearing changes. Above: The TC10 uses a gear differential in the rear that is virtually maintenance free. The short-profile shocks on all four corners help to lower the CG considerably.
Team C Marcel Schneider takes 1/10 2wd buggy title
Left: An aluminum overhead servo mount bolts to the centerline of the TC10 to avoid binding chassis flex. Below: Three steering linkage positions on the steering knuckle allow various Ackerman and linkage length settings.
With hopes of doing the same on asphalt, Team C engineers have conjured up the TC10 touring sedan.
At first glance, you can tell that Team C did their homework and held nothing back when they designed their first on-roader. A machined-aluminum mount holds the motor, and the nylon-reinforced belts can be adjusted via rotating cams that hold the rear diff and front spool.
You can tighten the tension on the belts for greater reliability when racing modified, or looser for minimal resistance when running in the stock class with a The rear gear differential is virtually maintenance free, and can be adjusted using oils of different viscosities. A pair of tooth pulleys are mounted to the center shaft alongside the spur gear. Spur gear changes are quick and easy, requiring only the removal of two screws, and together with a very usable 1.
Stiff suspension arms limit twist and stay straight and true, yielding consistent handling.
The arms mount to the chassis via an aluminum anchor that pivots and mates to a fixed toe-in block. Robust 3mm-thick shock towers offer five possible shock mounting positions on the front and rear, though the arms only offer one shock mounting position.
Team C includes 1. Camber settings are adjusted via upper links that include lightweight aluminum turnbuckles.
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The low-profile shocks feature attractive threaded aluminum bodies, measuring in at 12mm in bore, with matching aluminum collars for precise ride height adjustments, while the overall short length of the shocks helps keep the center of gravity as low as possible. The chassis is completely symmetrical from left to right to give the TC10 perfect torsional and lateral flex.
To further aid with equal flex, major components like aluminum bulkheads and suspension arm mounts are centrally bolted to the chassis with the motor mount and servo over hang mount affixed directly down the center of the chassis.
A narrow 2mm thick carbon-fiber upper deck mounts to the front and rear bulkheads via four screws and two screws each attach to the motor plate and steering rack support. Each of the steering knuckles includes three mounting holes for the ball stud, allowing you to move the stud farther outboard or closer to the kingpin to alter the amount of steering Ackerman. For finer Ackerman adjustments, the dual-bellcrank steering system holds the tie rods via forward-facing ball studs threaded into the aluminum drag link.
By installing spacers beneath the ball studs, minute adjustments can be made. With a couple hours of practice time before racing started, I got down to work. With the car built to the settings suggested in the manual, I ran the first couple of battery packs through the TC10 while I learned the track layout. The first thing I noticed was how easy it was to drive fast around the track.
As the tires broke in and traction came up, the TC10 really started to come alive and my lap times began to shed tenths. I set camber to negative 1 degree on all four corners and dialed in 0 degrees of front toe-in.
The TC10 clung to the track like Velcro, though initial turn-in when entering the first was a little on the safe side as the TC10 had a slight, but controllable push. The switchback chicane section was no challenge as the TC10 snicked through with its rear tires neatly tucked in line. After the first qualifier, I decided to stiffen up the front and rear suspension.
Team C 1:10 EP Touring Car "TC10" 4WD Competition KIT (TC10)
The box stock setup, though well sorted, allowed a bit too much chassis roll for the track conditions and created more mechanical grip than I needed. The chassis roll makes the car easy to drive in loose conditions, but on high-grip asphalt, too much traction will slow down your corner speed.
I wanted to keep the same balance, so I moved the shocks out one hole on the towers. For the second qualifier, the TC10 was considerably better and quite competitive in the infield of the track.
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By keeping the overall balance of the first run but initiating turns more quickly thanks to the stiffer suspension setting , the TC10 gave me the confidence to push harder. Throughout the rest of the race day, the small changes I made to the TC10 gave me faster lap times, and I have no doubt that more trigger and tuning time will shave more precious tenths off my laps. In hand, the M12 felt like a comfortable steering wheel in an exotic sports car.
Its optional larger grip and steering wheel drop-down allowed me to further tailor it to my liking. The M12 unlocked the full potential of the Airtronics Super Vortex Zero ESC and RX receiver used in this performance test by allowing speed control adjustments to be made directly from the radio — a very useful feature when making adjustments on the fly right before a heat or main. This comes to no surprise considering that the TC10 is a very well-designed and built sedan.
After a full day of racing with the TC10, I was overall impressed with its high level of competence on the asphalt and ability to quickly adapt to track conditions.