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#1
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Pistons
Recently picked up a used 410V3 to play with, im in need of some information on pistons. Most setup sheets I see state 2/3 holes at 1.7 or there about.
Ive got a wide selection of pistons with the car, however they are 6 hole at 1.2/1.3/1.4 etc. Is there alot of difference between the lesser holes to 6? |
#2
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I'm going to assume no one knows..
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#3
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Yes, lots of difference. Of the half dozen at our club who are using or used to use durango, i can't think of any using stock pistons.
BTW, if you are careful, and clean the pistons well, you can seal 3 holes of a 6 holer with the tip of a soldering iron. |
#4
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Or you can seal them up with Polymorph (Polycaprolactone) - it's a plastic that is malleable at 60 degrees centigrade. A soldering iron may work, but you'll probably change the shape of the piston a lot. Stuffing it with Polymorph means you can make it a subtle and flat filling - I've been driving with 3-hole and 4-hole pistons modded like that for half a season in my DEX210 and my FWD Buggy and it works perfectly
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#5
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*googles polymorph*
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#6
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Which pistons are being used if the stock ones are redundant?
Part numbers would be appreciated |
#7
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I use the 4/5 hole tapered TD330179 drilled to suit (these were popular before 2/3 holes became used by the team drivers). See the Adam Skelding base set ups...
You can always drill the kit blank pistons to whatever you like or buy the v4 set TD330590 when they become available. I've tried the less bigger holes pistons 3 x 1.6 etc but have gone back to the tapered 4/5 hole because I prefer it. Down to personal preference & track types I guess.... |
#8
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Team Durango have released 2 hole 1.6/1.7mm and 3 hole 1.6/1.7mm pistons.
I think they are called " spec b" I bought a set from a shop on eBay. |
#9
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I have recently just tried 3 hole 1.6mm pistons in my DEX210 with Dimec +8 tybe b chassis.
Car felt atleast %50 better. Landed off the jumps better, much more forgiving and better on the bumps with those pistons and the extra flex in the chassis. I highly recommend any TD enthusiast to try the Dimec chassis +8 type B and the 3 hole pistons. If anyone wants my setups just email me or shoot me a PM. I am yet to try them in my DEX410V4. But they will work well I imagine. In the 2wd I use Losi oil. 32.5 front and 27.5 rear with black rear springs and dark green fronts. 3 holes @ 1.6 works a treat. great pack on those jumps. On my DEX410v4 i will start with 35w rear and 40w front I think. Peace! JK |
#10
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I used super glue medium to seal the stock piston holes, and then used two holes 1,5 mm
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#11
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You're using 15 weight oil? 150cst is roughly 15 weight. Each to their own but ill take that as bad advice as over 14 years of experience I've never heard of anyone or myself doing that.
I'll wait for the V4 pistons to make life a bit easier |
#12
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Turns out I'm using 2x1,6 with 450cSt in the front with dark red springs and 3x1,6 with 350cSt and light blue springs.
Pistons are custom drilled from the TD kit blanks. Currently experimenting with the MIP bypass 1 pistons in the 210. Have gone 100cSt lighter than usual and still get similar pack but much more active over small bumps. Next time i do a big order I'll probably get some for the 410. |
#13
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Made a little chart to show hole area and hole sizes.
mm..........2.......3......4.......5.......6.. 1.0......1.571 2.356 3.142 3.927 4.712 1.1......1.901 2.851 3.801 4.752 5.702 1.2......2.262 3.393 4.524 5.655 6.786 1.3......2.655 3.982 5.309 6.637 7.964 1.4......3.079 4.618 6.158 7.697 9.236 1.5......3.534 5.301 7.069 8.836 1.6......4.021 6.032 8.042 1.7......4.540 6.809 1.8......5.089 7.634 1.9......5.671 8.506 As you can see 2x1.7 will have similar STATIC pack to 3x1.4 or 4x1.2 or 6x1.0. When you move the shock shaft slowly, the differences between them is not that noticeable. However, the differences between fewer larger holes and more smaller holes is when the shock starts to pack. Less holes pack late in the stroke. More holes pack earlier due to more turbulent flow from more holes. Normally I alter pistons size and holes to adjust for track conditions. Bigger holes also favor bumpy tracks, but will bottom out more on larger jumps, smaller holes are preferred on smoother tracks with larger jumps. I don;t have a chart referencing piston sizes (area of the holes) and oil weight combinations as there are too many different brands of oils. Remember, oil weight is used to control the weight transfer front to back and side to side. You can match heavier oil, and more holes or larger oils and light oil with smaller and less holes to achieve the same damping ratio, but heavier oil and larger hole area pack later in the stroke. Lighter oils and smaller hole area pack earlier in the stroke. It depends on what you want to achieve with the car. Normally I tend to figure out what oil I want to use (heavier for fast flowing, high grip, and lighter for smaller technical tracks) and match the piston sizes and holes accordingly. Bigger holes for low grip and bumpy tracks, smaller holes for higher grip surfaces. Smaller holes for larger jumps. Just need to find the perfect balance and it takes time to test and find the right combination. This is my opinions and testing. Feel free to experiment and try. |
#14
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Ellis runs indoors at mo
2 x 1.5mm front 2x 1.8mm rear |
#15
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Eh by gum, ill go to the foot of our stairs fancy using two hole pistons what ever next
Thanks Spud my two hole post was not such bad advice as Paul from Rotherham suggested then. |
#16
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Paul never mentioned anything about 2 holes, just about your oil...
I run 30 front and 27.5 rear. Your other posts mentioned you use 15 which is what Paul was struggling with.
__________________
Last edited by Col; 11-12-2013 at 08:50 PM. |
#17
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Quote:
Dino_D, that's superb advice, I appreciate you taking the time to post that! I've put that chart in my safe stash Cheers! |
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