Articles

 

OVERVIEW GALERY USER MANUAL COMPONENTS SETUP GUIDE

 

 

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One the last 4-5 years our “T” series touring cars shows his potential by winning multiple times the EFRA European Championships, many National Championships, and EFRA GP’s. So to improve an already very successful construction is never easy. Always when we release our current model, we are very pleased about what we reached, and we really don’t know what to improve on it. But nearly always when the racing session started and some races are done, some new ideas start to come. This new ideas about the improvement of the car are mostly reactions. Reactions of the ideas/feelings/feedbacks of the big community of RS5 Drivers all-round the World, and reactions of the changes of the components (tires mostly). The middle of this Year start to be a tendency the use of ultra-soft compound tires (PMT X3) at front. To allow you the use of an ultra-soft front tires, you need to have the possibility to remove as many as possible front grip, to make the car safe to drive with does front tires. So immediately at that point we was coming to the conclusion that we need to make wider range of adjustment possibility’s to the car, to cut out front grip, if necessary. After that was starting the long and hard design, production, and test phase of the new parts, and happily we reached exactly what we wanted.

The full list of the modifications that we made by creating the T15 Touring car:

 

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Weight Distribution Change

 

The weight distribution of a car has huge effect to the handling. More weight to an axis (front or rear) increases the grip of that particular axis by giving more load to the tires. In our case we want to increase the rear end grip of the car a bit, so we dedicated to make the car lighter at front and heavier at rear. To do this we created new wishbones that are offseted to front and some more parts. With this modification the complete center part of the car (included chassis, chassis parts, electronic, fuel tank, engine, diff…) was offseted to rearwards. With this method we created an more rear heavy car, without to adding any grams of extra weight.

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Additional weight

 

We find a perfect place on the rear end of the car, under the differential, where we can add some extra weight's, when more rear end grip needed. To fixing it we made 4pz of M3 screw thread to the alloy chassis. The chassis is exactly the same as our previous models (T12, T13, T14) only has this 4pz extra screw thread. The additional weights will be available as an option part.

 
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Roll-Center adjustment

 

Between the weight distribution changes, the roll-center play also a very important part to the handling of a car. We increased the front roll-center of the car, by changing some spacers, and we lowered the rear roll center by changing some spacers and making new rear shock tower, and upper wishbone bracket. The upper wishbone braket made from one-piece to make more stiffnes and precision. With the increased front roll-center the front end of the car will roll less sideways, and that reason generate less pressure/grip to the front tires, and have less tendency of traction-rolling and give a bit more rear end traction. With the lowered rear roll-center the car will roll sideways more, and with them generate more pressure/grip to the rear tires, and generate more steering during acceleration (on-power steering).
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New wishbone and roll-bar holder

 

The make of the new wishbones was necessary reason of the weight distribution change. It’s key features are the same as the previous modes, like zero play Steel/Brass hybrid ball joints, and  the use of high quality airplane aluminum. But during the design change we made the front wishbone's stiffener rib a bit thicker to support more the front anti-roll bar. To reduce vibration of the rear roll-bar we lightened it as much as possible. The rear roll-bar holder has an plastic ball insert, to reduce vibration, and to avoid braking. This new holder also allow you an easier and more precise adjustment.

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New wheel hubs

 

We lightened our wheel hubs by 40 grams, to reduce the unsprung mass. This weight reduction also support the add of additional weight to the rear of the car. The new wheel hubs also has smaller bearings to reduce friction. The hubs are now the direct holder of the brake calipers (no more need the 75460 part), to reduce brake caliper flexing, and make an even more precise fit.

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New servo saver

 

Our new servo saver has centering balls, to make a very precise and strong, click feel centering effect. With this method the steering system has almost zero dead zone/play. The strongnes of the servo saver is adjustable, and has double ball bearings design to work play free and gently.
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New diff. carrier and stiffener bracket

 

Reason of the weight distribution change we need to make new diff. carriers to offset the rear shock tower 6mm forward, and to fix the new shorter rear wishbones, and to keep the same rear track-rod angel as at the previous models. The new diff carriers are also lighter and has less screws for easier diff. change. We made a new diff. carrier stiffener bracket with “X” design to support extreme high, rear droop setup by giving more place for the rear roll-bar.
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General RS5 Touring Car features:

 

 

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Race Brake calipers

 

Our Brake caliper has small piston to make the brake less drastically, to make the tires lock-up late as possible at the barking zone to allow You to brake into the apex of the corner. An spring push the piston directly back to his start position, instead of pushing the brake pads and then the pistons. With this solution the brake deflate quicker. To reduce the bending of the outside pad we mount an alloy stiffener plate behind his back, fixed with 3 screws, to increase the brake efficiency and avoid bending of the pads.

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Drivetrain gears

 

Hard coated fine tooth (module 1) steel gears for clutch bell, lay shaft and differential. To make the drivetrain more efficient. Standard Clutch gear is 35t (34 and 36 optional), lay shaft big gear 62t, standard lay shaft small gear has 24 tooth (23 and 25 optional) and 72t diff gear (possible to mount, to any RS5, FG and SCS diffs).  

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Controled-Flex design and fuel tank

 

Our 3 piece top deck design is the key part of our controlled-flex design, and allow you great accessibility to the servos. The RS5 T-series touring cars are the only one on the market that give you the possibility to adjust the car from a 100% stiff to a very flexible setup by opening different, defined flex windows. The middle top deck need to be used, only when the car adjusted to 100% stiff configuration. Remounting it, need to unscrew 3 screws and 2 nuts. Without the middle top deck, each servo can be changed easily. Our fuel tank made from white/transparent color special material and has quick-refueling cap.

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Carbon Monocoque chassis

 

The RS5 cars are well known from the robust construction, (as the Germany the nickname “The Panzer” shows) thanks an our unique Carbon-Alloy hybrid chassis concept we can make a robust car without to having overweight, or without the need to under dimension some part of the car. Our actual Carbon Monocoque chassis is the result of long years development and research, to finding the optimal number and angel between the different carbon layers to make the chassis strong, durable and with an amount of sideways torsion, to support our unique controlled-flex concept.

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Brake master cylinder

 

Our bottom mounted brake master cylinder is also the holder of the servo plate. This setup minimalize the flexing between the servo > servo plate > brake cylinder, to make the barking as precise as possible. The push-rod arm of the cylinder is long and has high level arm ratio to make the brake-force and brake-balance adjustment more precise. The brake master cylinder mounted directly to the chassis to reduce the center of gravity.

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Servo plate and servo arms

 

Our servo tray, with alloy servo mount plates, allow You to mount/remount the servos from the top easily. On the alloy servo mount plates has screw threads, so no nuts needed under the servo tray to make the servo change very easy. Our ultra-strong servo arms made by aluminum, and they have perfect fit reason of they tightening screws. The brakes are pulled by an special double ball-joined linkage, that can slide in when throttle move is underway.

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Servo change

 

Each servo can be changed easily with unscrewing his 4 screws, and his linkage and disconnecting his connector cable. When car was used with 100% stiff configuration, then before the servo change the middle top deck need to be unscrewed with his 3 bolt and 2 nuts. With this method any of the 4 servos can be changed.

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Complete servo tray change

 

The complete servo tray can also dismounted easily by removing the *middle and front top deck (totally 5 screws and 2 nuts when the middle top deck was used)(when the middle top deck was not used then only 3 or 5 screws), disconnecting the steering and throttle/brake linkages, unscrewing the 6pz fixing bolts of the servo tray (4 from top and 2 from bottom) and the servo tray is out.

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Front bumper

 

CNC machined 2 piece plastic front bumper. The bottom part is designed so, to save the front end of the carbon chassis from any damage, the bumper loll under the line of the carbon chassis to protect them and it is also angled, to make possibility for lower front right height.  The top part of the bumper will help to protect the car during an impact. With the new clips system, to remount the foam during adjustment of the car is very easy.

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Big-Bore shock absorber

 

Our shock absorber has, polished, hard coated shaft. His main body, upper and bottom closing cap made from aluminum. The volume compensator membrane has reinforcement ribs. The Conical pistons are CNC machined from Derlin and has 4 holes as standard and 2 and 3 holes as optional.

 

-          New brake Calipers (same as the F14) to improve brake efficiency. The new caliper has smaller piston to bake the brake less drastically. With the new brake the tires lock-up later at the barking zone and allow You to brake in to the apex of the corner. On the new brake the spring push the piston directly instead of pushing the brake pads and then the pistons, with this solution the brake deflate quicker. To reduce the bending of the outside pad we mount an alloy stiffener plate mounted with 3 screws, to increase the brake efficiency.