The DC-1 tipped the scales with 54% of its weight over the axle, pretty good for a truck with a func­tional spare tire hang­ing over the rear bumper. Ar­tic­u­la­tion test­ing on a 20-de­gree ramp de­liv­ered a Ramp Travel In­dex score of 1025, which is on par with the most twistable trucks we’ve tested. As mea­sured by an­gled-board test­ing, the steep­est grade the DC-1 could han­dle with­out flip­ping over back­ward was 50 de­grees—pretty good con­sid­er­ing how top-heavy the body is, and the hefty spare tire.


I found the DC-1 to be a pleas­ant hik­ing com­pan­ion on the foot trails that I had to hike on the way to “real ter­rain,” es­pe­cially with a 3S Lipo on­board. The speed jump from

Low to High isn’t huge, and both gears are pretty peppy on 11.1 volts. The driv­e­train op­er­ates smoothly, as does the shift­ing sys­tem. Whether I shifted while stopped or at any speed, the trans­mis­sion just clicked into gear. The turn­ing ra­dius seems as tight as any­thing else in my fleet, and throt­tle feel is pre­cise. Just watch out for the in­stant-on brake; as soon as you let the trig­ger hit neu­tral, the brake goes to 100%. I did more than a few un­in­ten­tional stop­pies.


Even with its tall, weighty body (all those plas­tic parts and the in­te­rior add up) and spare tire, the DC-1 can han­dle steep climbs eas­ily. The front end gets very light once you get up around 50 de­grees of in­cline, but the DC-1 never slogged. Side­hilling was a dif­fer­ent story. The truck def­i­nitely re­quires a light touch and will not tol­er­ate much tilt be­fore it rolls. I ex­pect hav­ing a lighter body and/or adding weight low on the chas­sis will go a long way to­ward im- prov­ing per­for­mance there. Other­wise, the DC-1 has good ar­tic­u­la­tion and trac­tion, rang­ing from so-so to very good, de­pend­ing on the sur­face and ob­sta­cle. The tires have broad, flat lugs that aren’t as ver­sa­tile as de­signs with more edges and lev­els. But over­all, they’re fine. Craggy ob­sta­cles seemed to grab the axles more fre­quently than with my other trail trucks, no doubt be­cause of the ex­posed hard­ware and large pump­kins. I’ll prob­a­bly make some mods to smooth them out.


My DC-1’S steer­ing link un­threaded it­self from the servo horn, which was a drag. At a min­i­mum, thread­lock the screw be­fore you hit the trail. For the most se­cure fix, use a longer screw so that you can in­stall a ny­loc nut over the end of the screw. And speak­ing of screws, you can make the DC-1’S axles less prone to snag­ging by us­ing but­ton­head screws in the link mounts and in­stalling the screws from be­low the axle rather than above.

Metal-gear 252 oz.-in. servoMa­chined-alu­minum chas­sis High/low trans­mis­sion27-turn brushed mo­tor Wa­ter­proof speed con­trol Trans­fer case Alu­minum sus­pen­sion links Hobao BT505 1.9-in. tires Highly de­tailed body with func­tional spare tireCom­po­nents and con­struc­tion feel high-qual­ityWell equipped right out of the box Scale-di­am­e­ter alu­minum shocks High cen­ter of grav­ity makes for tippy side­hillingBig-block tread pat­tern lim­its ex­treme-ter­rain per­for­manceAxles tend to grab ob­sta­cles + + + - - -

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