Variable Motor and Center Differential Angles Two different center plates for the bottom of the chassis are included. The stock center plate puts the motor and differential directly in line with the chassis. The optional center plate rotates the motor and differential 4. With the battery in the forward location and the ESC in the rear of the car, the vehicle has more forward weight bias which improves stability on high-speed tracks. Large Bearing Spindles and Hubs Front spindles and rear hubs have been revised to accept a larger 8 x 16 x 5 outer bearing for increased durability. Adjustable Caster Blocks The adjustable, degree caster blocks make it possible to tune dog bone plunge by changing the height of the spindle.
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The buggy simply looks great on the bench and makes you look even better on the track. TLR went right for a 4mm thick aluminum platform for the 8E3 that is symmetrical and heavily milled to reduce its weight.
The chassis is also hard-anodized to reduce wear while giving it that classic TLR foundation styling. Narrow debris guards screw into place with countersunk screws from the top into threaded holes on the chassis, which cuts down on having to use retaining nuts and their weight.
New chassis braces accommodate the changes to the chassis and its optimized layout. Similar to the sideguards, the battery case screws down to the chassis from the top. Like the SCTE 2. Across from the ESC are the rest of the radio electronics, which can be set-up like you see in our photos, with the steering servo in a mount and a receiver box to protect the receiver and transponder.
You can also install a simple servo mount that has a flat panel on the side that you stick the receiver and transponder to, saving a little weight. If you purchase the optional weight, you can add it to the front of the buggy for more weight on the front wheels for better cornering. The servo saver steering cranks are like its predecessor with the exception of the drag link bar now riding on ball bearings.
The new suspension features revised arms front and rear with button head droop screws resting against the chassis. The spindles and degree caster blocks were also reworked for less driveshaft plunge so there is less wear and bind on the outdrives, which lets the suspension cycle easier for better handling.
The new caster blocks also help in the handing department through bumps while providing more responsive steering. The only items that went unchanged from the previous 8IGHT were the rear hubs and camber links which means that yes, TLR has new hinge pins that are Titanium Carbo Nitride coated…sounds fancy. Where the change from the nitro buggy comes in is the towers. The third hole is an additional inner shock mounting hole. The rear tower looks the same up top, but instead of just three inner camber link mounting options, the E tower has five to alter roll characteristics.
As for the shocks, these oil hogs are the large 16mm bore shocks with fancy coated shafts and tapered springs that allow better clearance to the arm during droop. Take a look at the 16mm large-bore shocks. They have an interesting tapered spring that drops down to a small spring perch that clears the arms. The Ti-Carbo coated shocks shafts can hold up to the elements, but boots give an extra line of defense.
Aluminum hinge pin blocks are now included in the 3. They allow the driver to tune anti-squat, anti-dive and toe by switching out plastic hinge pin inserts. A black anodized-aluminum motor mount features a slide motor mount set-up to adjust gear mesh with just one screw to fiddle with.
Connecting the diffs are dogbones and lightweight outdrives. The dogbones are less likely to wear and bind as the CV joints did over time. Steel CV driveshafts send power out to the 17mm aluminum wheel hexes that use cap style nuts to secure the wheels. Other notables in the drive are full sealed bearings and TLR includes the aluminum bearing inserts to support the rear diff.
The forward cab has a blunt windshield to give more front-end downforce and plant the front wheels. The side pods are rather boxy to give you room for most electronics underneath and dips can be cut open to improve airflow to toasty running gear. The wing has been fitted with a wicker-bill as another aid to maximize downforce, and spacers are included for extending the spacing of the wing from the tower.
The kit includes two full sets of rims, one in white and the other bright yellow. Another neat item to finally call out is the center diff wire guide that captures the ESC and neatly runs them over the hungry diff gear teeth. This combo, although very user friendly with its solderless connections, is an all race system.
The iX8 has a number of racer profiles in it or it can be tuned to the feel you need. The system features internal temp checks and can handle all the way up to 6S. The S is a high-voltage, high-speed servo that is the choice for many racers. The newest flagship radio for Spektrum is loaded with features and memory; you can store up to 50 models.
The radio has an ultra responsive feel, plenty of tuning options and they can all be tweaked on the large back-lit screen.
Upgrading to the aluminum horn and saver top is a good safety measure to finish the race. If you have a competition buggy like this, you need a ride height gauge. Always check ride height after tire swaps and suspension changes. With the grip figured out, the steering on the new E-Buggy is incredibly responsive and dives hard into corners as you roll off the throttle to maintain bite on the tighter turns.
I found that with each lap, I was adding more and more power on larger, sweeping turns to see how far I could push the buggy. Most impressive was rolling on power out of the corners; the rear would rotate around and lock the buggy in and accelerate with control. The buggy track straight on launches and climbs fast to top speed, or what I could handle indoors. It turns out the ball ends on all of the upper camber links were ridiculously tight, causing the suspension to bind and hindering rebound.
I took a pair of pliers and squished the ball ends, which freed them up and made the suspension feel much better. Out on the track, the 8E3 was locked in and it was amazing how solid the handling felt. Over the larger jumps, the buggy drops with a nice plush feel and overall the handling is nimble, which will make intermediate to pro drivers confident when wheeling it. The TLR staff needs an award for a great box stock set-up.
Tell that to the plywood walls and pipes nailed down to extremely hard-packed clay. I only encountered the straightaway wall once, but the pipes that made up the chicane were not as nice and kept getting in my way.
There were some pretty hard shots to the front suspension, but there was no damage. Left: When taking a close look at the front end, you might think the suspension went unchanged, but there are minute changes that make a big difference. New button head droop screws are recessed in the arms and new caster blocks and spindles will improve handling. Center: The electronics layout has been rearranged on the new platform for optimized balance.
The motor mount is aluminum and can be adjusted by simply loosening a single screw and moving the motor on the slide. The battery box will accept a variety of battery types from two 2S packs, to 3S and 4S packs with foam spacers to prevent the packs from shifting under the Velcro. Right: The radio box has plenty of room inside for a transponder and receiver.
Team Losi 8ight-E 3.0 Manuals & User Guides
Build Quality: We found a couple of issues out of the box. One of the rear shocks was leaking, so much so that the box was stained from where oil had been dripping. The bigger problem was with one of the front wheels. Thread lock had been over applied at the factory and left to dry on one of the front axles. When the person went to install the front wheel, the thread lock was so thick they were not able to tighten down the wheel all the way, leaving the wheel quite loose.
Team Losi 8IGHT Manuals & User Guides