Xray x1

Bonjour,

Tiens ! je n'ai pas vu de post ouvert au sujet de la futur Xray F1 !

Toujours en tests, elle semble évoluer favorablement et surement...

Je crois deviner une nouvelle carro ainsi qu'une refonte du train AR.

Effectivement, jamais vu cette carro, ça fait 1 an que la chassis tourne en course, va falloir qu'ils se décident à le sortir un jour.

La carrosserie c'est une mon-tech F13, une boite italienne. D'ailleurs pour info les protos xray sont quasi tous pilotés par des italiens , je dis ca je dis rien ...

http://www.mon-techracing.net/bodies/formula-1/f13.html

Salut,

a suivre

making of:

With the success of the X12 and X10 platforms and the increasing popularity of these types of pan classes, the next logical move for our R&D team was to design an F1 car. This class has enjoyed serious increases in popularity, due in large parts to the appeal of the F1 car design as well as the simplicity of these cars which makes them very exciting and fun to race.

The project code assigned to this car was X1, and we started to work on this car for the first time over one year ago. We have worked hard and diligently to create the final design.

Before we started work on the X1, we had to take many things – and factory processes – into the consideration. The main performance and handling characteristics of the pan cars comes from the rear suspension. There are various types of suspensions and configurations used on modern pan cars, so one of the first decisions was which type of rear suspension was best to use. With early stage prototypes, we did not want to give up on any of the suspension and so we tested both “side tube” and “side shock” alternatives to gain experience and knowledge of the influences of these alternatives on the handling of the X1.

With our experiences from the X12 and X10, we had a clear focus that we wanted the X1 to be a blend of no-compromise racing car for high-level racing while also being simple to set up so that beginners new to the class would not be lost. To make the car fully competitive with maximum performance for top-level racing, we needed to have maximum set-up possibilities; however, we also had a clear idea on how to make them very easy & straightforward to understand and adjust. We knew we wanted to have fully-adjustable geometry including camber, caster, track width, roll centre, bump steer, toe-in, Ackermann, and of course weight balance adjustment. Even with a simple pan car design, every one of these set-up features has a significant influence on handling and as such we wanted to have them all fully integrated.

One of the main complaints about the majority of F1 race cars was how fragile they were. From the very beginning of the project, we had a clear goal to follow the legendary and coveted Xray reliability and unbeatable durability to make the X1 the strongest and most reliable F1 car in the class. The strength comes not only from the design but especially from the materials used, and the X1 features only the finest materials that have been in use in other XRAY cars: legendary Hudy Spring Steel, Swiss 7075 T6 aluminium, self-formulated super-strong composite parts, and custom-made high-grade graphite materials … all the finest materials that can be found on all Xray cars, no compromises taken.

Thanks to the high-tech materials used, we could afford to design the parts to be as light as possible to make the X1 one of the lightest cars on the market – which of course helps the performance of the car.

With a clear idea of what we wanted to achieve, which suspension to use, what materials to use, and what set-up possibilities to integrate, we could start with the real work. This project has been very special to me personally, and it has been very different from all other projects as for the first time we split responsibility between three persons: Francesco Martini, Jan Ratheisky, and myself.

Francesco has been very active and helpful with his input on R&D on previous cars – especially with the T4 – but this time Franci was even more deeply involved so we could better use his creative ideas. Franci is highly professional and has a good sense for the smallest details and technical imagination which is exactly what is needed for R&D. That, coupled with his passion for F1, made it an easy decision to have him take over the project. Franci was responsible for the main design inputs and first prototypes testing, and also giving further direction.

He did all the work at home in Italy, and we stayed in daily contact. I have integrated all the ideas and changes into the 3D models which we discussed and then further evolved. After some parts were designed, I made rapid prototypes which were sent to Franci for testing and then I collected data and feedback to make further progress. During the entire year, we had opportunity to work on the project at real races; there is nothing better than real life testing to compare your car to the rest on the market.

Last year we were fortunate to have Jan Ratheisky join our team. Jan was very excited when we offered him the opportunity to test our X1 and be part of the R&D team. We could not be happier, having one of the world’s best formula racers and ETS Formula champion racing and testing our car. We were pretty much assured that if Jan liked the X1 and was faster with it than other cars, then we were doing something right. Working with Jan was very positive and effective, and immediately we started to make more progress.

But at the same time, Jan made me work harder as he constantly had requirements for something else … a different “this” … a changed “that” … sometimes it was only to slightly modify a small thing and other times it was to make a completely new part. With my workload and attention spent on several projects simultaneously, at some points it was a challenge (to say the least) to keep my head above water with the changes and improvements made by Franci and Jan. They worked fast and I had to work even faster to give them what they asked for.

Staring with our X10 car with an aftermarket F1 conversion kit, it did not take long to start exchanging parts for F1-specific parts. After several months we had different prototypes built, ready for some serious and real world race testing. Of course some of the parts which were expected to be made from composite could not be made in the early prototype stages since there were still a lot of changes going on, and I did not want to invest huge resources into moulds which at the end would require updates or might not even be used at all. As such, all the composite parts were either milled or created with 3D printing, but of course only where there was no requirement for absolute reliability.

After some of the first private tests at home tracks as well at our factory track, we were fairly satisfied with the first results and testing and we were confident enough to give it a try at the most competitive race series – the ETS. Any time we race a prototype for the first time at a real major race with full competition, I am always nervous and excited at the same time. This time it was not only me but also Franci and Jan were even a little bit scared but I also saw their thrill in their eyes.

As such it made me a little more comfortable as this time the responsibility was not only on my shoulders but split a little more evenly between us. Good fortune was with us, and everything went well without any problems. Jan won the race, so we were extremely happy and satisfied for our very first debut. Of course we kept everything as confidential as possible, since we were still in the very early stages of development, and did not want to attract too much unwanted attention to ourselves and our new car.

From the first real test we knew we still needed to work on a lot of different chassis designs, especially focusing on getting the proper flex to give more predictable handling for the average driver while still having enough cornering speed and steering response in chicanes. We also wanted to improve the front suspension to make it easier to make set-up changes – in the end we did this in the very clever way while still keeping the extreme rigidity of the suspension to make it greatly resilient in hard crashes.

Jan was also not yet satisfied with the handling consistency in corners, and Franci commented on the same thing along with making the car more predictable on corner entry and mid-corner. Both of these improvement comments were based on real racing experience, and we incorporated the changes in a very smart and easy way – by installing steering backstops which made the car much more consistent and predictable in corners.

The rear suspension did not require any changes throughout the design. From the very first tests until the final production design, the rear suspension has worked flawlessly.

Since the first real track test at ETS, the next steps were more and more testing by Jan and Franci, turning feedback into new 3D models which were discussed & confirmed, creating drawings and production programs which were uploaded via internal network to CNC-machines, and then producing in-house samples to send over for testing or brought to the next races. After we confirmed the final design of each part individually, I created the final production drawings, and approved the production.

During the last few months we had some internal meetings as well, especially before we confirmed parts for the complicated moulds. Before the Summer we had a final design of the car ready with all details fine-tuned. With a few days left before the ETS finale at our home track, I wanted to be sure that Jan and Franci would run the final design cars. With extra effort behind our computer screens, we quickly prepared several final production programs for the CNC machines and within a few days we produced several pre-production cars.

When Franci and Jan arrived, they got the cars in parts and I kept them busy building and preparing everything for the race. The final spec car worked very well, and all the incorporated changes had the desired effects so we all were very satisfied with the overall final design. Since Summer, the production lines and machines have been very busy producing new 2015-spec cars including the XB8E, X12, T4, XB4, and XB8. So despite the final design of the X1 being approved since Summer, the car’s mass production had to wait until there was availability in the production schedule.

These days, production is running fully and the last parts which were awaiting final production are all the graphite parts which had to wait until all the new moulds were completed so all the tolerances could be transferred and adjusted to the final shapes of the parts. The mould of the front wing was just finished this past Monday, so we used the time with Franci – who came for private testing before the ETS season opening race – to double check all the composite parts, adjust the graphite parts accordingly, as well as make final changes to the body and front spoiler for proper fit.

http://www.teamxray.com/teamxray/news/newsdesc.php?news_id=4183&kategoria=4183&catName=Making%20of%20XRAY%20X1%20%96%20Exclusive%20Story&Xnet_Session=6d428e294959bb1b2c0bc54b9fae57a2

Avec la vbc et la future crc voilà enfin des autos pour la compet. A réserver, il n'y en aura pas bcp en première livraison, autour du 22/12

http://www.petitrc.com/_forumphp/showthread.php?81207-F1-de-chez-Xray-X1-pack-shorty-RB

General

XRAY 1/10 Formula race car with authentic 100% self-developed XRAY parts, designed and manufactured parts by XRAY in Europe

Legendary XRAY premium design, workmanship & material quality and unmatched attention to the finest details

Simple yet effective and proven design, well thought-out details, unmatched precision in all details

High-competition design with focus on ultra-low weight, resulting in super-lightweight construction

Optimized for indoor carpet racing as well as outdoor asphalt racing

Elegant in simplicity & effectiveness, the X1 is set to become the new standard in 1/10 Formula racing.

Chassis

CNC-machined from custom-manufactured 2.5mm high-grade graphite material with a specially-designed compound for carpet racing and asphalt racing.

Super-narrow chassis front allows for maximum traction while keeping sufficient steering and cornering speed.

Chassis design has optimal stiffness for excellent handling, flexibility for maximum traction, and ideal torsional stability.

Superb handling on either indoor or outdoor tracks, on carpet or asphalt.

Improved steering response and optimal side-to-side weight transition.

Rear graphite brace holds battery in place, and provides a solid mounting base for the side shock.

Battery placement can be quickly changed from inline to cross-chassis, to offer ideal weight balance depending on track conditions; composite battery backstops eliminate battery movement.

Laydown steering servo orientation for lowest CG at chassis center

Front center shock mount is positioned in the absolute chassis center for perfect side-to-side weight transfer.

Chassis and rear pod feature pre-drilled centerline holes for optimum weight balance adjustment using HUDY Balancing Tool #107880

Front suspension:

Strong, simple, fully adjustable, yet smart and ultra-efficient front suspension

High-grade graphite lower & upper suspension arms and arm mount plate

Tiny, strong composite pivot balls for smooth, bind-free operation.

Adjustable front caster via eccentric bushings for front upper plate: 3°, 6°, 9°, and 12°

Adjustable front camber via eccentric bushings for front upper arms: 1.0°, 1.5°, 2.0°, and 2.5°

Adjustable front upper & lower roll centers via included shims

Adjustable front track-width adjustment via included wheel axle shims.

Steering:

Tiny, robust 4-spring servo saver protects the servo from impact damage. Provides precise steering and consistent handling, while making the car easier to drive.

Pre-drilled chassis holes to accommodate either a micro or mid-size steering servo.

Centralized servo position for perfect steering characteristics

Centrally-positioned servo saver arm with selectable Ackermann positions

Adjustable bumpsteer characteristics via included shims

Steering backstops mounted on lower arms allow adjustment of maximum steering angle

Super-tiny yet robust steering blocks with multiple Ackermann positions, and ultra-precise inner hole for kingpin ensures wobble-free assembly.

Super-smooth hardened steel kingpins

Adjustable, lightweight aluminum turnbuckles for front toe adjustment

Rear pod:

Compact, ultra-lightweight rear pod design with composite rear pod links located closer to chassis centerline.

Narrow rear pod design gives improved steering response and optimal side-to-side weight transition.

CNC-machined pod bulkheads made from premium extra-hard Swiss 7075 T6 aluminum, additionally black coated for long life and stylish look

Rear pod upper plate made from strong graphite plate is the base for the central shock, the platform for the side shock, and it connects the front chassis assembly with the rear pod.

Rear graphite brace features multiple wing height mounting positions.

Smart pod design accommodates all motors, allows for super-easy motor access.

Pod pivot brace features an ultra-small and lightweight pivot ball for smooth movement.

Eccentric composite bushings are included for ultra-fine rear ride height adjustment.

Ultra-precise, micro-size side shock is machined from premium Swiss 7075 T6 aluminum, and is silicone oil filled to ensure constant and ultra-smooth damping.

Linear side springs for more consistent and smoother compression for smoother out-of corner exiting, and reduction of traction rolling.

Shock:

Well-proven XRAY racing shock from touring car platform.

Interchangeable internal parts, with fixed 1-piece precision pistons which are available with 3 different-diameter holes for damping adjustment: 1.0, 1.1, and 1.2mm with 2 and 3 holes.

CNC-machined Swiss 7075 T6 alu shock body, hard-anodized, with fine external threading for quick & easy shock spring preload adjustment

Super-soft silicone shock O-ring for smooth operation while preventing oil leakage

Ultra-finely finished hardened shock shaft

Self-centering shims hold the shock O-rings, for perfect alignment in the shock body.

Finely-threaded aluminum shock lower cap secures the silicone O-rings and shims in the shock body.

Super-soft silicone membrane, supported by a miniature foam pad, provides proper damping characteristics.

The 2.2 linear shock spring provides the best balance between traction, stability, and steering response; a complete range of optional springs is available for further fine adjustment.

Drivetrain

CNC-machined ultra-precise wheel axles made from premium HUDY Spring Steel™ are additionally hardened and hand-ground for precision fitment.

Ultra-strong lightweight hollow steel axle for maximum reliability and reduced rotational weight

Rear differential with high-grade precision carbide balls for spur gear, hardened & precision-ground D-shaped steel shims, and premium carbide axial thrust-bearing.

Precision-molded spur gear made from XRAY's exclusive composite material, ensures true running, super-quiet operation, and robustness for use with powerful motors.

CNC-machined rear hubs made from lightweight aircraft aluminum, specially lightened and black-coated for stylish looks

Rear left alu wheel hub features a center-balanced clamping mounting system, ensuring secure mounting while eliminating vibration and run-out.

Full set high-speed, blue-sealed, steel ball-bearings used throughout the drivetrain and steering to ensure maximum efficiency. All bearings are degreased and oiled with AeroShell® Fluid 12 for maximum smoothness and long life.

Easy rear track-width adjustment via included shims

Body & Aerodynamics:

Robust body posts mounted on the solid platform on alu stands, featuring fully-adjustable body holders.

Multi-part front spoiler consists of composite bumper and Lexan™ downforce spoiler.

Composite front chassis bumper is very rigid yet flexible to provide superior protection.

Lightweight Lexan™ front spoilers – choice of low or high downforce spoilers for difference track conditions.

High-efficiency, high-strength rear wing with adjustable mounting height position on pod rear graphite plate

High-performance, low-profile aerodynamic X1 body made from high-quality premium Lexan™ material for maximum versatility in most track conditions. Rear air channels direct airflow onto rear wing. Body sides as well as cockpit sides are as flat as possible to direct airflow around the body for maximum stability. On the rooftop, two flow channels are incorporated for proper air flow. An integrated helmet ensures the body is legal for races where a pilot figure helmet is required.

Assembly & support:

Highest quality of all composite parts ensures super-precise fitment, easy assembly, and smooth operation of all parts

Premium 3D full-color Instruction Manual

Exclusive Virtual Online Set-up Sheet database with thousands of set-up sheets for race tracks around the world

Premium, unmatched XRAY online support

Adjustment possibilities:

Front camber, caster, and toe

Front & rear track-width

Front, center, and rear ride height

Front springs

Fully-adjustable rear shock absorber

Side shock for lateral pod damping

Chassis tweak

Ackermann

Bump steer

Differential settings

Battery position

X1 Specs:

Dimensions

Class : 1/10 formula

Width : Adjustable 180mm front, 185mm rear (depends on tires used)

Lenght : 410mm

Wheelbase : 264mm

Weight : 375g

Ready-to-run weight : 985g (varies depending on equipment used)

Chassis

Chassis : 2.5mm carbon fiber, CNC machined

Body : XRAY X1 1/10 formula type

Drivetrain

Type : 2WD direct drive to rear axle

Rear Axle : Steel shaft with ball differential

Primary : Spur/pinion

Bearings : High-speed ball-bearings (11)

Suspension

Front : Spring-supported, kingpin-style front suspension with composite steering blocks and graphite upper & lower suspension arms

Rear : Conventional rear pod, adjustable via pivot-ball links, controlled by side tubes

Rear Shock : Central adjustable oil-filled shock absorber

Geometry

Ride Height : Adjustable front + rear

Camber : Adjustable front

Front Caster : 3–12° adjustable caster

Track-width : Adjustable front + rear

Toe : Adjustable front

Downstop : Adjustable rear

Ackermann : Adjustable with servo saver arm and steering block

Steering : Direct linkage between steering arm and steering blocks

Balance : Front/rear weight balance adjustable via battery position

Other

Wheels : Not included

Tires : Not included

Instructions : Full colour instruction manual

Set-up book : 2-color Set-up Book (16 pages) – not included

Packaging : Carton box with vinyl bags with parts

Additionally included : Lexan Formula body & front wing, HUDY Diff Grease, Authentication Certificate, parts list & exploded view, shock oil

Not included : Motor, batteries, speed controller, tires, body, steering servo, radio equipment

Avec quels types de jantes vont rouler ces chassis

Est ce qu'il y aura une compatibilite entre les modeles

cedric

jantes Tamiya (attention, pour pneus mousse F104) ou autres marques pour pneus gomme, pareil que les autres chassis du marché. Compatibilité également avec les aileron av type Tamiya, qui sont le standard dans la catégorie, et aussi les nouvelles carros Protoform.

La Team XRay X1 de Johan Moret.

En photos ci-dessous, la XRay X1 de Johan Moret, qui n'est autre que le président de l'ARCB (Amicale Radio-Commandé de la Broye), et qui manquera de peu le podium, sensiblement d'origine si ce n'est l'adoption d'un aileron moulé large d'origine Tamiya à l'avant.

La Team XRay X1 de Paulo Rodriguez.

Paulo Rodriguez est l'un des instigateurs de ces F1-R Series. Il se montrera l'un des pilotes les plus rapides de la journée et remportera au final la course. Hormis les réglages, affûtés pour cette piste, son auto est rigoureusement d'origine.

La Team XRay X1 d'Alexandre Amort.

Alexandre Amort, très rapide également lors de cette journée, roulait également sur XRay X1.

A noter que l'ensemble des pilotes XRay utilisaient semble-t-il la position d'accu transversale arrière, la plus pratique pour l'installation radio il est vrai.

Bonjour Christophe,

C'est le châssis 2mm, pour avoir plus de grip ? permet il vraiment un gros écart de grip ?

Loic

Il parait que ça fait beaucoup plus tourner l'auto et évite d'utiliser des pneus av trop mous qui font planter l'auto;

Salut tout le monde !!! :=):

Après une bonne grosse année d'arrêt (fatigue physique et mentale), ce chassis pourrait bien me faire replonger. Vous pensez, un chassis F1 tout carbone...:want:

Ceci dit, c'est pas encore gagné... Déjà 2 mois pour faire le montage d'un kit, record battus !!! :ouch:

1° test : juste pour voir...

Les pneus sont des GRP GFX10 Avant et GFX20 AR neuf (c'est à dire juste rodés d'usine...) Niveau traitement, je n'avais que du LRP blue factor Asphalte.

--> Conclusion : Cette caisse est une super drifteuse !!!

Je sais pas si la piste était sale (y'avait pourtant une course dimanche) mais clairement, le train Av glisse dés qu'on braque fort, le train Ar glisse dés qu'on accélère trop fort.

Bref, les pneus n'accrochent pas vraiment... En fait, je crois qu'ils ne chauffent même pas en roulant !!!

Autre remarque, la voiture est hyper vive en ligne droite autour du neutre !!!

Bref, va falloir faire du set up...

--> Commande du traitement qui va bien, d'autres pneus, j'ai hate de réessayer tout ça !!!:ninja:

Donc en attendant... :=):

Ca arrive ça arrive