Serpent 903013 Viper 977 WC Limited Edition  [SP-903013]

Serpent 903013 Viper 977 WC Limited Edition
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Serpent 903013 Viper 977 WC Limited Edition
Serpent 903013 Viper 977 WC Limited Edition
Serpent 903013 Viper 977 WC Limited Edition
Serpent 903013 Viper 977 WC Limited Edition
Serpent 903013 Viper 977 WC Limited Edition
Serpent 903013 Viper 977 WC Limited Edition
Serpent 903013 Viper 977 WC Limited Edition
Serpent 903013 Viper 977 WC Limited Edition
Serpent 903013 Viper 977 WC Limited Edition
Serpent 903013 Viper 977 WC Limited Edition
Serpent 903013 Viper 977 WC Limited Edition
Serpent 903013 Viper 977 WC Limited Edition
Serpent 903013 Viper 977 WC Limited Edition
Serpent 903013 Viper 977 WC Limited Edition
Serpent 903013 Viper 977 WC Limited Edition
Serpent 903013 Viper 977 WC Limited Edition

Price:

USD$779.00

Brand:
Serpent
Model:
SP-903013
Condition:
Brand New
The Viper 977 WC Limited Edition produced by Serpent in 1/8 scale Viper 977 WC Limited Edition (903013) series AWD drivetrain assembly kit, is classified in R/C Models - On-Road - Touring Car - Nitro Powered

To celebrate the 2013-2014 TQ and World Championship win in Japan, by Serpent driver Tadahiko Sahashi from Japan, Serpent introduces the Serpent Viper 977 Wc Limited Edition The Serpent Viper 977 WC Limited Edition features a number of optional parts which World Champion Tadahiko used in his car. The Viper 977 setup that Tadahiko used to TQ and win the World Championship is also included. On top of that the chassis is engraved with the Viper 977 WC Limited Edition logo.


Specifications:

  • 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 pack

Features:

Antiroll bar RR hard
Harder rear anti roll bar in top quality spring steel

Servosaver bottom alu (2)
Machined 7075 T6 aluminium bottom part of the servo, for more stiffnes and durability

Throttle lever alu
Beautifully machined ball-raced throttle lever

Weight bottom brass 38gr
Brass weight which is mounted in the central part of the chassis; the weight is seated in a slider, so its easy to move the weight more to the front or back, to change the balance of the car, for more steering, or more grip

Rim cover RR carbon (2)
Rim cover FR carbon (2)
Front and rear carbon disks, to add stifness to the steeringblock and upright, influences steering and grip

Rear wheelaxle cvd alu (2)
Rear driveshaft cvd (2)
Alu wheelaxle is Lighter, so less rotating mass, due to hard anodising still durable too, and as CVD version, to combine with the spring-steel rear CVD type driveshaft

Wheelaxle front OS2 alu (2)
Lighter, so less rotating mass, due to hard anodising still durable too

Upright (2) hard
Wishbone RR lw (2) hard
Wishbone FR lw L+R hard
Wishbone FR up (2) hard
New hard composite suspension parts H, very stiff for a more direct and responsive feel

Shim 3x6x3 orange (4)
Shims to use on top of the uprights to change roll-center

Spring red L27 (2)
Harder then standard rear springs for a more reponsive feel

700 shock oil 50cc
Harder than standard shock-oil for a more reponsive feel

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 screws.

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 pivotball.

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 exhaust-wire.

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 less friction.

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 screws.

The rear axle sits lower in the car than before, to achieve more mechanical grip.

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. It?s 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 cars.
The ballraced brake activator is bolted in a light alu holder to the right rear bracket.

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 shock absorbers 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.

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