XRAY T4F’21 FWD 1/10 Touring Car

From XRAY:
2021 All-new features:

All-new FWD platform based on the T4’20
All-new drivetrain layout with centralized motor position
Central layshaft location for more consistent on-power/off-power balance
All-new motor position in front of the layshaft for the improved weight balance for FWD class
Super narrow top shaft utilizes new 20T pulleys and pressed-in ball bearings to minimize space requirements
Narrow suspension holders and longer arms improve traction and corner speed
All-new 7mm longer suspension arms feature two shock mounting locations; the lower position combined with ULP shock towers reduce chassis roll and improve stability in high traction conditions
All-new super low anti-roll bar mounts and new compact linkage components helps lower the vehicle CG
All-new redesigned anti-roll bar system features new front bars, smaller bushings and shorter ball joints designed for the new low CG mounting locations
All-new symmetrical top deck shape provides clearance around new central drivetrain pieces while maintaining even side to side chassis flex characteristics
All-new central motor mount positioned directly on chassis centerline for consistent chassis flex
All-new black anodized lower bulkheads are moved 1mm inward to increase clearance for new long arm suspension geometry
All-new narrowed upper clamps to match lower bulkheads and integrate with new shock towers
All-new lighter graphite floating servo holder and taller servo posts redesigned to work with new suspension and driveline geometry
Compatible with most T4’20 spares and option parts

Central Drive Train System.

The all-new central drivetrain moves the motor and layshaft to the center of the car to improve on/off power stability and to generate more traction.

Everything is new on the central drivetrain system – layshaft, motor mount, pulley, and drive belt.

Motor Mount.

The motor and layshaft mounts are integrated into an all-new one-piece design that is placed in the absolute center line of the chassis. The new motor mount features a pressed-in steel layshaft axle that is positioned in the middle of the chassis. The motor is located in front of the layshaft to match the unique weight distribution needs of a FWD platform.

The motor mount is designed to have super low CG design but still robust enough to resist bending in the serious crashes.

The motor mount is installed on the chassis with 4 screws. One is positioned behind the layshaft axis, with the other three screws located in front. These screws can be removed for further chassis flex adjustment. The motor mount also integrates with the battery backstop holder.

Machined from premium Swiss 7075 T6 aluminum and black anodized.

Middle Layshaft.

The all-new aluminum layshaft is strategically CNC-machined to minimize rotating weight without compromising strength or integrity. The precision layshaft includes two pressed in bearings to minimize runout and reduces drivetrain vibration.

The layshaft features a super narrow design and a new square hub profile to interface with the new 20T pulley for the drive belt. The pulley is secured by an O-ring or the C-clip depending on the driver’s preference.

Machined from premium Swiss 7075 T6 aluminum and black anodized.

Chassis.

The all-new chassis was completely redesigned to accommodate the new center drivetrain system and the long arm suspension components.

The new layout moves the main bulkheads towards the center by 1mm and adds mounting holes for the new long arm suspension mounts.

Chassis.

The 2.2mm thick chassis is CNC-machined from premium-grade graphite material. This chassis is developed for all asphalt surface conditions. The narrow chassis is only 84mm wide with a variety of chassis flex adjustments that help to generate exceptional traction and give excellent steering characteristics.

The 2.0mm thick aluminum flex chassis is CNC-machined from premium Swiss 7075 T6 aluminum, then black coated and laser engraved. The ultra-narrow chassis is 84mm wide and features special cut outs that provide the chassis flex characteristics suitable for medium to very high traction levels. The bottom of the chassis is shaped to increase ground clearance during chassis roll while turning to improve cornering speed.

Suspension Arms.

The new suspension arms were completely redesigned. At 7mm longer than the previous generation, they help create more grip in low traction conditions and improve stability on higher traction surfaces.

The suspension arms feature a standard shock mounting position as well as a new 4mm lower position to lower the CG (must be used with optional ULP shock tower). The lower mounting position improves the stability of the car in the chicanes and in technical corners and improves steering response.

The rear arms feature a new design to accommodate the standard rear suspension and the optional ARS suspension using the same arm.

Different hardnesses of arms are available, each optimized for different racing conditions.

Suspension Holders.

The all-new suspension holders were completely redesigned to work with the longer arms.

Made from premium Swiss 7075 T6 aluminum, black anodized.

There are two types of the suspension holders, each specifically designed and chosen to provide the required characteristics – stability, traction, and flex:

Front of the FRONT suspension – 1-piece.
Rear of the FRONT suspension – 1-piece for stability, easy to drive in all conditions but especially under high-traction conditions.
Front of the REAR suspension – 2-piece for maximum rear traction. The holder features a mounting hole for the ARS link.
Rear of the REAR suspension – 1-piece for more steering and better rotation.

Bulkheads.

All-new bulkheads were completely redesigned to work with the new long arms and narrower suspension holders. The bulkheads feature a super low anti-roll bar mounting position that allows the anti-roll bar wire to be placed under the drive shafts to significantly lower the CG.

The bulkheads feature new milled grooves for the ball bearing hubs to move the bulkheads 1mm closer to the chassis center line from each side. Additional cut-outs create extra clearance to move the inner suspension pins closer to the center line.

Made from premium Swiss 7075 T6 aluminum, black anodized.

Upper Clamps.

All-new upper clamps were redesigned to work with the new narrow bulkhead locations. The upper clamps feature the same 1mm milled grooves for the ball-bearing hubs.

The upper clamps have been further milled to remove unnecessary material to reduce their size and weight.

Made from premium Swiss 7075 T6 aluminum and black anodized.

Steering Plate.

The Swiss 7075 T6 aluminum steering plate was redesigned to significantly reduce play of the entire steering system, making the steering more responsive and precise. The bearings are now factory pressed into the steering plate which eliminates play in the assembly.

Anti-roll Bars.

The all-new anti-roll bar system moves the anti-roll bar wires under the drive shafts to lower the CG as much as possible.

The new anti-roll bar system features redesigned front wire bar length, lighter anti-roll bar bushings, smaller 3x6x2.5mm bearings and all-new lower composite anti-roll bar ball joints to create a super lightweight assembly with low CG.

The wobble-free anti-roll bar system is mounted to the front & rear bulkheads via bearings from the outside of the bulkheads for extra-smooth movement and quick & easy changes and adjustment. The roll bars rotate in ball-bearings for maximum precision and free movement. Anti-roll bar height is adjustable via a screw.

A complete range of anti-roll bar thicknesses are available for tuning, with the front 1.4mm and rear 1.3mm anti-roll bars included as standard. Anti-roll bars have laser-engraved stripes (corresponding to bar thickness) for easy identification.

Spur Gears.

Precision-molded 100 tooth, 64-pitch composite spur gear is strategically lightened to reduce rotating mass. Most popular sizes available for additional gear ratio choices.

ULP Shock Towers.

The all-new ULP (Ultra Low Profile) shock towers were redesigned to work with the positioning of the bulkheads and upper clamps and to match the geometry of the longer suspension arms.

Machined from premium-grade 3.0mm graphite, the shock towers are super lightweight and very compact.

Top Deck.

The all-new top deck was designed to work with the new center layshaft location in the middle of the chassis. Made from 2.0mm graphite material, the shape of the top deck has been specifically designed to achieve maximum traction and great steering characteristics at the same time.

The top deck is perfectly symmetrical to achieve the ideal, consistent flex behavior.

Top Deck Flex Setting.

The unique top deck flex setting allows easy adjustment of the flex between 3 different characteristics.

The top deck can be mounted via connecting stand using these alternatives:

Bumper.

With the BPA (Body Position Adjustment) system, the entire bumper area was redesigned to feature upper & lower composite bumpers. The foam bumper design accommodates the adjustable eccentric body posts as well as the standard fixed body posts.

The redesigned lower bumper has an updated shape with edges that prevent the bumper from touching the surface when the car is rolling.

ARS System.

Optional Active Rear Suspension (ARS) offers additional adjustment possibilities to further tune the driving characteristics.

All-new universal design of the rear arms allows mounting either the standard rear hub or the ARS suspension with no need to change the arms.

The optional ARS aluminum C-hubs were redesigned to work with the new T4’20/T4F’21 rear suspension geometry and are available in 0, 2 and 4 degree caster alternatives.

ARS System.

The 0 degree C-hub is recommended for high traction conditions as it generates greater off-power steering, rotation and cornering speed

The 2 degree C-hub angled toward the front of the car helps to generate more traction but in the same time generates more off-power steering and cornering speed comparing to standard rear suspension. Recommended for medium traction conditions

The 4 degree C-hub angled toward the front of the car generate maximum traction. Recommended for very low traction conditions. As the wheelbase will be shorten a lot with this setting, it is recommended to lengthen the rear wheelbase by moving the rear arms back.

There are two alternatives to mount the ARS linkage depending on the desire for increasing or decreasing toe-in when the suspension is compressed.

The link is mounted from the bottom of the steering block to the RF suspension holder. With this setting, the toe-in is decreasing during compression. When the car enters a corner the toe-in is reduced, which increases cornering speed but decreases rear traction. Recommended for medium-high traction conditions.

By adding more shims under the steering block, the rate of change to the toe-in is greater, decreasing the toe-in measurement even more during compression.
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