Ty tessmann setup

I found that the lengths given for the distance between the flats on the rod ends for the front camber, steering and rear camber links are off slightly. I used 20mm for the front camber links, 33mm for the steering links and 27mm for the rear camber links as starting points. For maximum arm stiffness and best handling, Gord suggests gluing the suspension arm covers onto the arms.

I like to bottom the set screw out, lift the sway bar and loosen the set screw until the sway bar falls under its own weight. Do this for the right side screw then repeat for the left side screw. According to O. An added bonus is that the engine comes with the same pipe and header that Ty used in his buggy.

The track was a little rough after a day of competition and had a light coat of loose dirt on top of the surface. I brought the buggy in and changed the tires over to a set of JConcepts Chasers, which were a better match for the surface. With improved traction, I was able to hammer on the D and see what it could really do. The Tessmann-edition O. The car responded precisely to steering inputs as the Savox servo muscled the bellcranks to help me put the D exactly where I wanted it.

Corner speed was excellent, with a slight push when entering high-speed turns. Before tuning the buggy to reduce the push, I simply adjusted my driving style. Tapping the brakes to transfer weight to the front tires helped the front end dig in and gave me a little more speed at the beginning of turns. It was a pleasure to get air time with the D It flew with a level attitude and responded well to brake and steering inputs.

A lighter touch was required to thread the D through the layout, but the D proved highly agile and I had no difficulty keeping the big buggy in the racing line. The tighter course was a pleasing challenge and the D was more than up for it.

After completing the D build and getting on the track, it was hard to get me off it. The D drives just like a World Champ car should. It took minimal effort to get it around the tight test track that I was on and it gave me the confidence that I needed to be able to wheel it hard like it should be.

Ty Tessmann, his dad Gord and the gang at HB have done a great job with the design and setup of this car and I look forward to taking it to the track every chance that I get. Without a subpoena, voluntary compliance on the part of your Internet Service Provider, or additional records from a third party, information stored or retrieved for this purpose alone cannot usually be used to identify you.

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Accept Deny View preferences Save preferences View preferences. Manage consent. By the end of the day I felt confident with the cars and my speed for qualifying on Friday.

They worked on the track surface Thursday night, and the grip was again very high Friday morning, they had a short practice to run the track in so I was able to get on with both cars just to get in the groove before qualifying. We ran 2 rounds of qualifying on Friday, and throughout the day as we ran on the track the grip faded a little bit just like it had on Thursday.

The first round of qualifying went well and I was able to TQ both classes and I was happy with how my cars were handling. The grip fell off just a little bit by the second round, but again I was able to TQ both classes. Saturday they had a short practice in the morning again to run the track in, I was able to try some things on my cars and again was confident heading into the 3rd and 4th qualifiers.

I took the TQ in both mod 2wd and mod 4wd in round three which would give me the overall TQ in both classes. We made some changes to the cars for round 4, I felt some of the changes were good and some weren't good, but I was still able to TQ both classes in round 4.