[08纽伦堡]XRAY 808越野车揭开神秘面纱

[ 本帖最后由 council 于 2008-2-7 03:54 PM 编辑 ]

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Details

Chassis
The all-new chassis was completely redesigned following the all-new weight distribution and centerline placement of internal parts for improved side-to-side weight balance. To obtain better stability, the chassis was elongated and along with the new suspension concept the front of the chassis is angled 10°.

The chassis is CNC-machined from high-quality Swiss 3mm 7075 T6 hard-anodized aluminum, and is strategically machined in low-stress areas to make it as light as possible without affecting strength or rigidity. The chassis is hard anodized at XRAY’s own in-house fully robotic hardcoating line, ensuring a perfect hardcoated surface.

Non-essential material below the engine, fuel tank, and diffs was removed to allow for the lightest weight and lowest possible center of gravity.

The downstop setscrew area was greatly reinforced. All screw holes on the bottom of the chassis are countersunk, allowing for a very smooth chassis underside with no protruding screw heads.

Strong composite side guards help protect the internal components.


All-New Suspension
The most significant handling improvement was achieved by an all-new suspension components and geometry. The suspension concept was carried over from 1/10 electric off-road cars — redesigned and adapted for 1/8 off-road, incorporating XRAY’s innovative ideas, and reducing the size of the components used. The suspension geometry was fine tuned to give the car super-easy handling in all racing conditions.

Suspension Arms
Suspension arms are one of the most important parts of any RC model car, as they directly influence the handling and racing characteristics of the car. The 808 suspension arms are all-new and the final design is the result of long-term tests of different designs and layouts. Length, thickness, flexibility, geometry of suspension points and materials used… these are all the concepts and details that had to be thoroughly reviewed to create the optimum suspension arms.

Based on excessive knowledge gained from the previous XB8 cars, several different suspension arm designs were tested in both virtual reality and in-car to find the final best design. The exclusive composite mixture used for suspension arms is a perfect balance between reliability and performance. The suspension arm itself is rigid enough to provide a responsive feel, yet soft enough to survive extra-long main events.

The design of the arms was particularly well thought out to allow the use of identical suspension arms left/right at each end of the car, thus reducing your spare part needs and making servicing much quicker and easier.

The arm design was developed with “dirty” racing in mind… racing in heavy mud and rain. The smart design allows for the very quick and easy addition of mud protectors to both suspension arms. The arms feature openings at the bottom and side to allow mud protectors to be easily mounted to the arms. Mud protectors are available as options.

Suspension Holders
The composite suspension holders are the lightest solution to keep weight as low as possible. The composite suspension holders also allow for suspension flex which is necessary to keep the car forgiving and easy-to-drive. The no-compromise design and special composite mixture used for the holders ensure that they are able to withstand abusive impacts and big jumps while keeping the geometry unchanged.

Hardened 4mm hinge pins are mounted through the suspension holders and locked with self-locking nuts. This suspension holder concept ensures that suspension pins will never come out during racing and moreover it ensures that the play between the arms and suspension holders will not change. The suspension holder concept reinforces the holding of the arms and in any crashes prevents the pin or arm from becoming disconnected.

Suspension geometry is fully optimized and integrated into the suspension holders, so say goodbye to being lost with setups. The suspension geometry has been optimized to ensure the best handling characteristics at typical tracks and standard racing conditions. The suspension holders feature preset 3° rear toe-in, 2° rear anti-squat, and 10° front kick-up. Both front and rear arms allow the use of wheelbase shims for quick and easy wheelbase adjustment.

For extreme high-competition racing conditions or for advanced off-road racers, optional alu suspension holders are available to allow fine suspension tuning.

Increased Steering
The new suspension arms and suspension geometry give increased steering, influenced by the different characteristics of Ackermann.

The angle of the tires during steering does not change as much as it does on the standard C-hub or pivot-ball suspension. Even when the suspension moves up or down the suspension ensures constant steering for easier, more precise and predictable handling into and in corners, and especially ensures fluent drive through the corners mainly on bumpy tracks.

Shocktowers and shocks were accordingly redesigned to complement with the new suspension geometry.

Zero Kingpin Steering Blocks
The super-lightweight composite zero kingpin steering blocks are a genuine innovation in design and functionality. Each block features an inset steel bushing that is molded into the steering block itself, ensuring a wobble-free and ultra-tight steering block assembly.
This enables the kingpin screws to be firmly held in the steel threaded bushing while the end of the screw is self-locked in composite to prevent the screws from loosening during racing. The molded-in steel bushings allow the steering blocks to turn freely ensuring precise steering reaction. The super-tiny steering blocks are molded from a lightweight yet very strong and durable composite material.

The new-concept steering block is taken from 1/10 electric off-road cars, providing zero kingpin steering — the steering block rotates in an absolute vertical position so that the angle does not change. The new steering block gives a better steering radius which greatly improves the handling and makes the car even easier to drive on all tracks and provides more steering into corners. The steering block features one optimized Ackermann position.

The tiny size of the steering blocks was achieved by using new lighter ball-bearings. The inner bearing (13x19) carries a heavier load where the CVD drive shaft outdrive rotates… while the outer bearing (8x14) is newer & lighter than previously used to reduce unsprung weight. The two ball-bearings are further away from each other which provides more stability to the mounting and holding of the wheel axle.

Caster Blocks
Each 1-piece caster block is very lightweight and with the new zero kingpin suspension geometry the car is equipped with one optimum preset 10° caster block. The optimized caster angle is integrated and non-adjustable. The angle of the caster block + the 10° angle of the front of the chassis with the suspension holders = total 20° caster of the car.

Rear Uprights
The new uprights were designed to have a smaller design with less weight. The lower roll center position has been optimized to 1 position while the upper roll center positions still feature 3 different roll center positions.

The tiny size of the upright was achieved by using new lighter ball-bearings. The inner bearing (13x19) carries a heavier load where the CVD drive shaft outdrive rotates… while the outer bearing (8x14) is newer & lighter than previously used to reduce unsprung weight. The two ball-bearings are further away from each other which provides more stability to the mounting and holding of the wheel axle.

The outer suspension pin on which the rear upright sits features 2 shims which allow for additional wheelbase adjustment.

Chassis Braces
The front and rear braces have significant influence on chassis stiffness and chassis flex and as such have great impact on car handling under different grip conditions. The 808 features the well-proven and optimally stiff composite braces for front and rear. These braces are more than up to the task… strong enough to hold the car together after heavy jumps or crashes to avoid tweak or breaking, yet still flexible enough to generate the needed grip.


Shocktowers
The front and rear shocktowers are all-new. The shocktowers are CNC-machined from premium extra-robust 3.5mm (rear) and 4mm (front) thick high-grade graphite reducing significantly the weight. The shocktowers featured optimized shock positions and roll center positions.


Improved Weight Balance
One of the most significant improvements in the handling of the 808 is the improved weight balance. With the new longer chassis and new suspension concept (which is not overly-sensitive on weight load) this allowed the engine and central differential to be moved more forward. The more forward weight placement along with the new suspension concept greatly improves the balance of the car in jumps on- and off-power, and driving through the corners it allows for greater rotation of the car which results in increased cornering speed.


Centralized Design
With the narrow chassis design, all the internal parts of the car were repositioned. The engine was placed as close to the centerline as possible while still keeping the center drivetrain in the most effective locations. To balance the weight of the engine, muffler, and fuel tank, the center differential was placed more to the right with the electronics strategically placed in a curved shape around the central differential… all help to keep the weight as close to the center as possible. The all-new centralized design provides improved side-to-side balance.


All-New Drivetrain
Everything is new in the 808 drivetrain: all-new CVD drive shafts through the all-new drivetrain layout; new direct central shaft connection to the pinion gears; and all new ratios.

Since drivetrain weight and design have significant influence on the handling and performance of the car, the drivetrain was completely redesigned and greatly improved. The new ultra-lightweight drivetrain gives reduced rotating weight and increased performance. All drivetrain parts — drive shafts, diffs, brakes, outdrives — are ultra lightweight, strategically weight-reduced, and are manufactured from premium high-quality world-renowned HUDY Spring SteelTM.


Direct Central Shafts Connection
The central drive shafts have an all-new design and concept, a genuine XRAY innovation. To transfer power from the engine, both central drive shafts are directly connected to the pinion gears in the front and rear gearboxes. This allows direct transfer of power without any kinetic losses, as well as increasing the lifespan of the shafts thanks to the elimination of connecting parts. The drive shaft is inserted through the diff housing opening (with Labyrinth Dust Covers™ on the diff housings to keep the dirt outside) and with a pin connects directly to the pinion. The connecting pin sits in a ball-bearing to guarantee that the connecting pin will never fall out… and removing the risk of having the central drive shafts become disconnected.


CVD Driveshafts
The new CVD drive shafts are lighter yet still are the strongest that a buggy can be equipped with. All four CVD drive shafts are manufactured from exclusive HUDY Spring Steel™, the unique self-developed highest-strength material.

The CVD wheel axle is carried in the steering block and rear upright more safely thanks to the greater distance between both ball-bearings. Additionally, the CVD assembly is very secure and safe due to the connecting pin (which connects the shaft to wheel axle) being located within a ball-bearing, thus ensuring that the pin will never fell out… thus preventing drive shaft disconnections.

The wheel axle part of the CVD is additionally hand ground for maximum precision to ensure a perfect precise fit in both suspension ball-bearings… guaranteeing a perfect wobble-free fit and rotation.


Diff Housings
The chassis features rigid front and rear diff housings on which all suspension parts are mounted. With the new central drive shaft design concept, both housings were redesigned to include Labyrinth Dust Covers™ for the central shaft bearings to keep dirt out.. With the new design of the diff housings, internal areas are significantly reduced.

Easy access to both front and rear differentials makes maintenance super easy.


Differentials
Rubber-sealed composite differential housings are manually precision ground after the molding process to guarantee a perfect fit with no vibration. Differential gears are made from pressed steel, heat treated, and machined for ultra-precision and smooth operation.


Diff Outdrives
Diff outdrives are made from premium HUDY Spring Steel™ and the central diff outdrives are individually ground for highest precision. The diff outdrives are specially-hardened to increase the lifespan, and the diff outdrive area which is inserted into ball-bearing is additionally ground to ensure a very tight fit and precise rotation. The openings of the diff outdrives were designed to keep the drive shafts in the diff outdrives even during maximum suspension downtravel.


Wheel Axles
Wheel axles and wheel nuts are made from lightweight yet super-strong aircraft aluminum, hard-anodized for increased lifespan and low wear. The new suspension is slightly narrower which enables the use of optional offset wheel axles for fine-tuning your setup for particular racing conditions.


Diff Gears
The main diff gears are all manufactured on a precision manual gear machine from HUDY Gear Steel… a material that was specially formulated and developed for use in gears. All the gears are hardened to provide the longest possible lifespan.

A wide range of different gears — spur gear, clutchbell, crown gear — is available for perfect setup and adjustment for particular racing conditions.

Clutchbells are available in sizes of 15T, 16T, and 17T.
Spur gears are available in a range of 41T, 42T, and 43T.


Drivetrain Ratio
The drivetrain ratio is all-new for the 808, allowing for more aggressive acceleration aggressive yet easier handling.

Front and rear differentials features 43T crown gears with 10T pinions making a 4.3:1 primary ratio.
The central differential features 42T spur gear with a 16T clutchbell, making a 11.29 internal ratio.
The final ratio of the 808 is in the range of 10.37–12.33.


Center Differential Access
Access to the center differential is super easy by releasing the upper deck with only four screws. The lower center diff housing is sized to accommodate optional spur gears and the stands were lowered by 2.5mm to keep the weight as low as possible and to allow smaller central diff gears to be used. The center diff housing stands hold the effective brake system.


Radio Tray
With the no-compromise performance design in mind, the previously-used aluminum radio tray was replaced by a lightweight graphite radio tray. The radio tray is CNC-machined from premium high-grade graphite material which ensures great strength while remaining very light. The front area above the steering servo features an opening for even more weight reduction.

The graphite radio tray features a laydown steering servo and upright throttle/brake servo arrangement; both servos have been moved towards the chassis centerline. Heavy-duty steering horns are included to withstand the abuse from long mains.