The Viper 977 Onroad produced by Serpent in 1/8 scale Touring Car series AWD drivetrain assembly kit, is classified in R/C Models - On-Road - Touring Cars - Nitro Powered
Serpent 1/8 scale Viper 977 racing car. 2013-2014 IFMAR TQ and World Champion,
Japan Tadahiko Sahashi with Viper 977 Gaspowered toplevel racecar with 4wd,
belt-drive, Centax true motion clutch, SL8 gearbox, flex-system front and rear,
brake on rear axle, front one-ways, rear sold axle, ballraced anti-rollbars.
A fully adjustable race chassis to the latest spec and technology. Lighter,
simpler, stronger, new geometry, more tuning features.
- Class: 1/8th scale gas on-road, IFMAR rules
- Purpose: High-end competition
- Weight: 2.420kg (depending on radio gear)
- Track-width rear: 260mm - 266mm
- Track-width front: 250mm - 260mm
- Wheel base: Adjustable 296 - 300mm +/-1.7mm
- Chassis: 5mm 7075 aerospace quality aluminium, precision CNC machined
- Radio plate: 2.5mm carbon fibre
- Suspension: Independent double wishbone suspension
- Shock absorbers: RCM shock absorbers
- Fuel tank: 125cc design
- Rear axle: Solid rear axle
- Front axle: Aluminium front axle with one-way bearings
- Gearbox: Lightweight 2-speed SL8
- Clutch system: Centax true Motion clutch system
- Instructions: Full colour Instruction manual
- Adjustability: Camber, Caster, Down-stops, Up-stops, Toe-in, Track width,
Wheel base, Front and rear roll centre
- Not Included: Engine, pipe, body, radio equipment, wheels, tires, battery
- Complete new platform, 90% new parts
- Lighter, yet still superstrong and durable
- Lower center of gravity
- New front and rear geometry
- New internal drive ratio with new pullies
- Brake on the rear axle
- New front flex system
- Super easy to work on with numerous small details as per below
- Most parts are symmetric left/right (except front lower arms, rear 2-speed
- Most ballbearings run in plastic bushings ( except brake-cam, servosaver)
5mm aluminium chassis in perfect symmetrical shape for even flex and weight
distribution. Aerospace quality 7075 T6 alumnium with engraved logo. Improved
stiffness around the engine for better engine performance. Countersunk holes,
chamfered edges for more cornering, ground clearance. Space in center part of
the chassis to allow mounting of maximum 3 brass sliding weights, which are
used as set-up tool, to play with chassis balance. This has big influence on
steering, grip and tyre wear and is very easy and quick to change. All screws
from the bottom are with 2.5mm allen size.
The strong aerodynamic shaped composite bumper comes from the 966-TE . The
upward edges make it more stabile, so these wont touch the surface under impact
or with high temperatures.
The durable composite front bodyposts are excentric, to allow moving the body
to front or back a few mm to optimize steering / downforce.
The new steeringblock , which can be mounted left or right, offers a system
to change the axle position more to front or back giving a trailing or leading
steering, and the ability to change the kingpin-inclination and offset.
The spring-steel steering-rods are fastened to the alu steeringplates, which
mount to the new steeringblocks. Optional carbon fibre disks can be mounted
on the side of the uprights to stiffen the assembly and for aerodynamic reasons.
The steeringblock is right and left the same, and features an aluminum plate
to connect the steering-rods, 2 options for Ackermann.
The new longer durable front lower wishbones, are mounted superlow in the car,
and feature a semi covered leg for the inner suspension pin and the pivot link
for the front anti-roll bar system, its also has an extension for the down-stop
screw . The lower arms hold the lower alu shockmount plate, which allows a further
out and higher mounting point for the front shocks. The strong new upper arms
in can be used left and right. The front lower arms connect to the alu front
bracket on very low nylon holders. The kit includes 2 versions, low and superlow.
This system also enables you to replace a front driveshafts very quick and easy.
The longer upper arms are mounted between the anodized aluminum top brackets,
which also hold the suspensionpin inserts to allow camber-change adjustments
with 3 possible inserts . Below the alu top-brackets spacers can be used to
change angle or height. Caster spacers are used as simple clips on the upper
pivot pins. Same clips are also used on the lower pins to change wheelbase.
The topmounted composite bracket gives extra stiffnes to the front section,
it holds the 3mm thick carbon fibre front shocktower and allow for the down-stop
The ballraced front anti-roll bar changed to a wire type, with very easy and
fast open access on the front, captured in the alu front braces. The standard
wire is 2.5mm and 2 other as options. The pivotballs link system directs the
power to the bar in a smooth way and easy to adjust the tweak with the captured
In the front the alu front axle with Japan-made one-way bearings features now
an improved pully assembly, free of play and super-true. Springsteel drivecups,
strong, long and thin spring-steel driveshafts with CVD system, and ballraced
springsteel wheelaxles with alu quick-change levers. The open front end design
allows for very fast and easy removal of the front axle or parts.
The newly designed springloaded servo-saver allows easy and fast Ackermann
settings. The servo-saver features a top mounted insert which can be used in
3 positions. Another 2 Ackermann positions on the steeringblocks.
The new steeringblocks and rear uprights connect to the arms with springsteel
8.5mm pivotballs , which run very smooth and well protected in nylon cups, and
are easy to adjust with an allen tool.
Lowered split-design 2.5mm carbon fibre radioplate frontplate to lower the
center of gravity and enable the new optional flex-control system. The frontplate
creates a very stiff front unit that also covers the servosaver to increase
steering precision. The radioplate holds the fueltank, the receiver battery
and the integrated electronics bracket/box.
The front end construction incorporates an optional system to allow from zero
flex to some flex, just as much as needed for optimal use. A smart system consisting
of a bearing and bushing controls the flex. This set is optional. To allow the
flex the radioplate is split in 2 sections. The main plate allows the torsion,
while the front plate keep the front end rigid, so the flex occurs only where
most effective. Standard the flex-space is filled up with an oval nylon spacer.
The flex parts consists of 2 bearings and 2 inserts. By loosening the screw
of the alu holder below the front of the main radioplate , the flexsystem can
be activated ( or fasten to de-activate ).
Compact composite brace and box in one, which holds and protects the receiver
and mounts both servos, which both lay on their sides, as low as possible, just
a small clearance to allow for chassis flex. The cap of the receiverbox offers
a unique yet simple and safe holder for the cable connectors of the receiver,
which works as a simple switch and is very accessible.
The optional carbon transponder brace mounts to the integrated electronics brace.
When using a small receiver, the box has space to hold the transponder too,
but must be tested for function before the race. In our test it worked.
Lower 125ccm fueltank in a new long and narrow design, with a premounted bronze
filter. The narrow tank will ensure a better fuel-supply to the engine, as the
fuel can move less from side to side. The labyrinth inside the fueltank will
also keep the fuel more stabile and avoids foaming. The tank also has elevated
sections in the front, which make sure the fuel stays close to the filter when
the tank is amlost empty. This creates like a warning signal a few seconds before
the tank goes fully empty, so you can try to find a safer place to park. The
fueltank has a strong springloaded cap and silicone rubber shaped seal, and
has a connection for the pressure line. The inner bottom of th tank allows for
mounting inserts to reduce volume if needed.
The composite nylon radioplate bracket, holds the rear part of the radioplate
and the strong chromed angled roll-bar, and also mounts the adjustable ballraced
belt-tensioner. An aluminum one is optional.
The majority of the topmounted screws are in allen 2.0mm size, except for the
upper suspension brackets in 2.5mm.
The batteryholder between the tank and side belt , is made to fit the more
common Lipo packs. There is also enough space to fit a regular batterypack.
The holder incorporates an easy spacing system to allow this.
The light, hollow 8mm hardcoated aluminium middle shaft is kept rigidly in
place a small, low placed and light alu holder, which also holds the spring-type
The final drive ratio of the car is 2.286
28T front pulley
18T mid-inner pulley
25T mid-outer pulley
19T outer lay-shaft pulley
21T inner layshaft pulley
48T rear axle pulley.
All the superround and true pullies have holes in the side flanges to allow
dirt and dust to move out easier. The 977 has a complete new set of pullies,
with more teeth, so larger diameter which makes the belts run smoother, with
The belts are low friction type as standard, rear one as 8mm, side in 6mm and
front 6mm too. The adjustable ballraced belt-tensioner ( carbon, alu) keeps
the sidebelt running smooth.
The low seated anodized aluminum engine mounts keep the engine well positioned
and aligned and transfer heat to the chassis in the best way.
The new rear end construction with the alu brackets holds the brake and rear
axle. Its open design allows for eas of maintenance and cleaning, and needs
very few screws to dis-assemble. Replacing a belt in case needed, is simple
and very fast too. The excenter on the rear shaft allows for belt tensioning.
The whole rear end can be removed as one unit from the chassis, with very few
The rear axle sits lower in the car than before, to achieve more mechanical
The brake moved to the rear axle, next to the solid axle pully. This reduces
the inertia effect of the brakedisc a lot because the rear axle spins much slower
than the twospeed shaft. Also the brake-stress on the rear belt is almost gone.
Its a very compact system and well protected against dirt, but still open enough
to allow for sufficient coolng. The swimming ventilated brake-disk rotates on
the rear axle and the springloaded cam-operated brake pads will provide all
the stopping power you may need. The race brake pad material is baked on strong
steel plates and allows very precise braking with lots of brake-feel / feedback.
Instead of a cable we opted for the well-proven wire-linkage of all Serpent
The ballraced brake activator is bolted in a light alu holder to the right rear
The ballraced rear anti-roll bar mount in steel adaptors, which run in nylon
spacers in the alu holders as integral part of the rear brackets, with 2.5mm
as standard wire and 2 other as options. The anti-roll bar links to the rear
lower arms with adjustable trackrod guidance.
The solid rear axle with new lightweight 48T pulley in Serpent springsteel,
9mm wide with 4 slots for the pin.
The aluminium rear brackets and the 2-speed layshaft holders have small ears
which allow for mounting of the optional alu or rubber spacer, to control flex.
Either full flex, no spacer, or some flex with rubber spacer, or zero flex with
the aluminium spacer.
The suspension bracket and rear plate hold the pins firmly and have composite
roll-center inserts to allow for fast and precise changes.
In the rear strong springsteel driveshafts , springsteel wheel-axles with alu
quick-change levers and a springsteel rear axle. Very durable and lasting drivetrain
The new longer durable rear lower wishbones can be used left and right. The
lower rear arm holds the low mounted link for the rear anti-roll bar and holds
the alu mounting plate of the rear shocks, which allows a position which is
very far to the rear and to the outside for best performance/ geometry. The
lowr arms also hold the easily accessible down-stop screws. Nylon clips are
used on the lower rear pins to change wheelbase.
The durable composite uprights hold the ballraced spring steel wheelaxles,
with aluminium quick-change levers. The 8.5mm piotballs are used to adjust camber
fast and easy with the smooth hex-shaped plugs . The arms of the floating bodymount
mount to the top of the uprights. On top of the up-right spacers can be added
under the pivotball to change rollcenter and camberchange.
Optional carbon fibre disks can be mounted on the side of the uprights to stiffen
the assembly and for aerodynamic reasons.
The adjustable rear upper camber links mount to the rear carbon camberplate
with 2 positions .
The rear floating bodymount is mounted on the up-rights with 2 arms and held
in place by a carbon-fibre-steel guider. The 2 arms have 2 positions to choose
from, depending on body In use. The end of the mount allow for mounting body-supports
, with full threading to allow exact positioning. The system leads the available
downforce direct onto to the uprights to the tyres.
The compact, light 2-speed gearbox comes straight from the 966, with its proven
durable and effective design, superb gears and long lasting one-way. The 8mm
springsteel 2-speed shaft is lightened , yet still on the safe side to prevent
flex or breakage .
The innovative Serpent True Motion Centax clutch is fitted. Serpent as inventor
of the original centax clutch, has developed the clutch over the years and the
current version excels in power throughput , reliability and eas of setting.
The standard verison comes with aluminium clutch bell and hard anodized clutch-gears.
The kit features high speed ballbearings, mostly sealed ones with aeroshell
lubrication or grease. All bearings in the car ( except for the servosaver and
brakecam) are seated in nylon bushings to reduce vibrations and play.
The shockabsorbers are the latest Serpent RCM units with membrames. The threaded
houses with setting-nuts ( or-ring inside) makes ride height changes easy and
precise. The front and rear shock are identical. The RCM shocks are very smooth,
and easy to assemble and fill. The shocksprings are selected, matched, flatgrinded,
colorcoded units, equal length front and rear.