(R)Evolution – Nuevo Team Associated RC12R6

18.08.2017
Robert Klier, specialista nel 1/12 con decenni di esperienza, ha montato e provato per noi il nuovo RC12R6. Qui trovi le sue conclusioni sul nuovo 1/12 di AE:

Everything different

Normally, test reports begin with a list of two or three lines over the parts changed to the previous model. In the case of the 12R6, it is far more sensible to address the unchanged components: body height, screw size (metric), ball bearing size, ball heads and nuts, C-clips, shims, kingpins and feathers! Clear - with the R6, AE does not reinvent the 1:12 wheel, which is also not possible with regard to regulatory regulations; Nevertheless the new R6 could belong to the selected high-grip needle felt tracks with regard to the chosen materials and the construction to the "must have" racers!

Low Center of Gravity

Key point of focus (height): AE's new is delivered with a currently announced aluminum chassis and lower power board - the 2mm material thickness used here promises a relatively high "flex" (similar to a carbon fiber chassis). In combination with the flat-shaped powerpod and the weight-optimized front axle, this should provide a lower center of gravity, thus facilitating the tuning (theme "tipping over" in curves). The most striking feature on the R6 is the new front axle - the lower crossbars have been replaced by sturdy CFRP elements, which are fitted with precise plastic ball inserts for precise kingpin guidance to ensure a friction and low-friction function of the front axle suspension. With plastic inserts the track width can be broadened by up to 2mm, the CFRP parts can also be increased by 2mm. The upper crossbars or their brackets and the aluminum brackets have also been reworked: the modification of the Reactiv Casing (Dynamic Strut) now also takes plastic inserts; from 0 to -10Grad the after-run change can be influenced during compression in 4 stages. The static overrun adjustment over 2 differently strong clutches has remained - by means of the offset of two additionally installed windshields, the trailing angle can now be adjusted, if necessary, from 2 to 8 degrees, the steering levers are now somewhat more massive / torsionally stiffer - the actual basic geometry is according to AE But based on the previous models, is also spring-loaded on the R6 with the usual short 20er front axle springs.

The new designed powerpod is also noticeable with modified aluminum carriers which drop sharply in the area of ​​the rear axle - in addition to the modified engine mount, the GRP rear axle strut has almost already been positioned below the rear axle and instead of the old height adjusters there are now almost square pendants No longer have the possibility of the large setting range with regard to the ground clearance, but in addition to 0.25mm gradients over a 180 degree rotation, if required, the wheelbase can be extended by 1mm. The Powerpod is now being cushioned or dampened by a new main damper with Fox coating technology, which is now also used in the off-road models from AE. The now more conventional main damper does not have the full piston rod (volume balancing problem) but just by the simplification promises a better function which is given by the side tube friction dampers wetted with viscous silicone oil. With R6 now about 5mm shorter tubes are used which is probably also the changed position of the side springs is owed which now no longer sit directly on the links but now lie on the lower power board. As a result, the rear chassis strut is also slightly lower than its predecessor.

In addition to the 7mm longer sidelinks, the "slider" mounting of the central suspension ball, which is taken over from the current F1 model, clearly represents a great advantage in the suspension suspension as a result of the classic "positioned" pivot points of the predecessors This resulted in tensile stresses in the area of ​​the susceptible suspension axle suspension with a considerable influence on the driving behavior. The movement or crash-induced lengths / distance shifts can be compensated for with the "ball bearing" bearing but still safely guided ball pivot point - the pod and thus the rear axle still have optimum freedom of movement and consequently good ground contact.

The rear axle: back to the roots - as with the 1986 RC 12L, the 6R now has an additional ball bearing to improve the longevity of the diffuser!

The 6R package is rounded off by an additional front bumper / body support plate (for more ground clearance when the chassis is immersed in fast-running corners), with a new servo mount with integrated main shock absorber holder / roll-over antenna holder. For a more homogeneous flexural behavior of the chassis, the servo is mounted similar to the touring cars below a separate CFK plate which with its longitudinal holes also offers the possibility for mechanically equal right / left travel the servo & nbsp; Optimally centered.

Enough of the theory

The installation of the R6 was absolutely straightforward thanks to the ingeniously designed instructions and the proverbially acclaimed precision of a Far Eastern / Czech manufacturer. In addition to the special ball diffusers and thrust bearing greases, there are also two high-quality vials with matching shock and friction damping oils.

Two things are nevertheless worth mentioning - the transparent "Castershims" of the front axle can easily be overlooked, so here the components packaged according to construction stages or the bags before the disposal again - or how I have appropriate M2 shims , The milled aluminum side spring suspensions used are perfectly manufactured but can rotate independently in terms of position (chassistweak) in practice by vibrations. After trials with screw-proof lacquer I finally glued the aluminum plates simply with the madenschrauben - the height / position / Chassistweak can now simply be adjusted with the magdenschraube and can hardly change by itself!

Stay on the carpet ...

... is of course the goal of a good 12er Racer. Fortunately, the permanent route (and the well-stocked model building business) Donath / Wolnz is just a catwalk away and I wanted to start the 12th season this year. Due to the weather I was fortunately not the only one - the very good ETS carpet was already diligently retracted by some touring car, formula and fighter buggies. Because of some previous experience with the track, I had also prepared the R6 with the appropriate tires, rollout, check and after the usual preparatory work (tire lubrication, tweak / crash setting) it was on the fortunately just released line ... Despite summer break and thanks for the first "for Soft "rated kit set was the entry into the direct / reaction speed 12th with the R6 after few rounds successful and the automatic circular announcement announced the first low 9er secondary pages which fortunately quickly settled at approx. 9.2-9.2s whereby the 8s Schallmauer in the Fastest only around 2/100 was missed - not bad for the first battery despite "frills second" and therefore a short side impact in the line limitation but the vehicle remained uninjured except a torn tire flank. In the following test runs, a few other tire mixtures were tested, the rebound distance of the powerpod (damper length 1mm lengthened) slightly increased, the front axle camber was adjusted to approx. 1.25 degrees and thus the lap times were constantly under 9 seconds - fastest lap 8.63 at constant 8 , 8 - 8.9er round times. So I was only just 0.15s away from my personal fastest lap - & nbsp; The R6 is certainly at least equal to the rippling conditions - I personally liked the constant driving behavior, even at the end of the run, 8, x lap times were possible! Also here 2 notes: During the assembly I had the sidelink screws not all neatly attracted (counters of the ball heads with a 3mm inbuss) with the result that a Sidelink had loosened). A somewhat negative impression behind the original 20er front axle springs, which after approximately 60min driving time by 1mm "set" and thus had shortened. The fastest lap times were not noticeably influenced, but the driving behavior was not so constant or the driving behavior in extreme situations a bit unpredictable ... currently I have simply 1mm spacer discs and therefore with the last test drives no real measurable difference to the new springs.

Conclusion:

From racers to racers! And not just for racers - even the dedicated hobby driver, Team Associated with the 12R6 is an excellent 1:12 model to enable either the class entry or the later race success!

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Building instructions
Material Quality
Processing
settings
MSodular setup

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front axle
Many adjustment possibilities but no explanation in the building instruction

Exemplary - components are packaged by assembly
The typical 12-sifter elements made up of the main shock absorber with a new Fox Kashima coating and the two side-loadable frictional tube dampers ensure the rest.
Top innovation is the slider suspension of the central suspension ball.
New height adjusters with fine grading and offset bore - for 1mm more wheelbase as required.
Although the new front axle still has the same suspension geometry of the Vorgaengers - over rotation of the lower CFK carriers and different inserts the wheelbase, gauge and Reactive Caster can be varied in many ways.
Old and proven: The easy-to-reach balldiff now has a thrust bearing again!
Not only in details but over 95% the chassis new R6 differs to its predecessor R5.2
The R6 requires a state-of-the-art electronics equipment - there is sufficient space though a class-specific miniservo should be preferred.
The R6 requires a state-of-the-art electronics equipment - there is sufficient space though a class-specific miniservo should be preferred.
The very first cream - the detailed instructions with "fold-out function" for the adjustment of the required small part size.
Ready to race.
The usual car body blasts after the test - on the vehicle there was only the front axle springs which was not perfect!
Differences R6 and R5.2

Text und Bilder von: Robert Klier - © LRP Electronic GmbH
Translation by www.petitrc.com