|Contributed by: Eric Hege | Published: September 2004 | Views: 431683 | Email this Article
1100 Klein Road
Plano, Texas 75074 USA
See the Traxxas Revo in action!
Resolution: Medium High
Shocks Well Protected
Included Receiver Pack
Sealed Pivot Balls
6-Cell Rechargeable Battery Pack
Charger Capable of Charging Standard 6-Cell Pack
"[There's a] Revolution calling,
Gotta make a change,
Gotta push, gotta push it on through."
Back in 1999 Traxxas shook up the RC world by introducing the T-Maxx. The monster truck genre grew to unprecedented popularity and the T-Maxx led the way. The popularity of the T-Maxx was so huge that it was not uncommon for newcomers unfamiliar with the hobby to state that they wanted a T-Maxx, when they actually knew nothing about the hobby other than the name of the truck.
Now the year is 2004 and Traxxas is out to shake up the industry yet again. While the T-Maxx was a versatile platform, there were several areas of the truck that Traxxas felt as if they could improve upon. However, they didn't want to be confined within the design specs of the T-Maxx. So they went back to the drawing board and developed an entirely new monster truck, the Traxxas Revo.
It's important to understand that the Revo is not intended to be a successor to the T-Maxx, but rather a completely new truck built to outperform the T-Maxx in every possible manner. It's priced somewhat higher than the T-Maxx, but offers a much more refined nitro-powered truck for those willing to invest around $100 more.
While the Revo is a completely new vehicle in its own right, it's hard for someone familiar with the T-Maxx not to make comparisons between the two. After all, many areas of the T-Maxx that Traxxas concentrated on were brought about by things they wished they had done differently with the T-Maxx. So throughout this review I will undoubtedly compare many parts of the Revo to the T-Maxx.
With all the engineering and technology that went into the Revo, it is truly revolutionary. While Traxxas may not have been the first to develop or use a few of the ideas that are found in the Revo, they are most certainly the first to pack all of them into one model. In doing so they created a truck that has a very low center of gravity and excellent handling, while providing suspension articulation that even solid-axle trucks will envy.
So is the Revo all Traxxas claims it to be? Will it set new trends in handling but still be tough enough to withstand the abuse that backyard bashers dish out? There's only one way to find out. That's by putting it through its paces, from break-in to beyond. So let's get started because there's a "Revolution Calling" and the revolution begins now!!!
Model Name: Traxxas Revo RTR
Price: $479.99 list price
Type: Four Wheel Drive Nitro Powered Monster Truck
Length: 19.125" (486mm)
Front Track: 16.125" (414mm)
Rear Track: 16.125" (414mm)
Center Ground Clearance: 4" (101mm)
Wheelbase: 11.812" (300mm)
Weight: 9.4 lbs. (4.26 kg)
Wheel Diameter: 3.8" (97mm)
Tires: Talon 5.75"x3.5"
Suspension: Fully Independant Sealed Pivot Ball
Shocks: Threaded Aluminum
Gear Ratio First Gear: 23.85:1
Gear Ratio Second Gear: 16.54:1
Transmission: Auto 2-Speed Forward/Reverse
Differential Type: Sealed Bevel Gear, Limited Slip
Driveline: 4WD Shaft Driven
Chassis: 3.0mm 6061 T6 Aluminum Monocoque
Radio: Traxxas TQ3 (3 Channel)
Engine: TRX 2.5R (.15 cubic inch)
Brakes: Steel Disc With Semi-Metallic Pads
Fuel Tank: 125cc
Speed: 40+ MPH
it comes to RTR bodies, Traxxas has been producing home runs lately.
The bodies included with the Revo are no exception, as they are very
detailed and provide a very distinctive look to the truck. There are
four variations of the Revo body. These are: black, blue, red, and
yellow. The Revo I'm reviewing came installed with the yellow body.
While I think all of the colors look good, I was glad I received the
yellow. The yellow stands out better than the other colors, in my
opinion, and looks very sharp against the tribal theme of the body.
body is pre-trimmed and holes for the motor and fuel tank access are
already cut out. In addition to that, Traxxas has already applied
many of the stickers on the body, including the headlights and windows.
All you'll need to do is to apply any extra decals that you may desire
on the truck.
Revo includes a ton of accessories, more than with any other model
I've come across. So I decided it would be better to split the accessories
up instead of trying to cover them all with one picture. It will also
showcase exactly what you can expect to receive with your Revo. Traxxas
has led the way in RTR models, and the T-Maxx required very little
to get it from the box to the dirt. It's obvious, after seeing everything
included with the Revo, Traxxas intends to push the envelope a little
no need to purchase a separate receiver pack for the Revo, as Traxxas
includes one from the factory. In addition to the receiver pack, they
also provide you the means to charge it as well. The included charger
is a two piece setup, consisting of an AC to DC transformer as well
as the charger itself. They've even included screws, in the event
that you want to mount the charger to a wall near your workbench.
The supplied charger will charge the Revo's receiver pack in about
an hour. While the out of the box configuration only supports AC power,
Traxxas offers an optional DC adapter so that you can use it with
a car's cigarette lighter as well.
are a necessity in the hobby, and Traxxas obviously knows that.
You'll find some familiar Traxxas tools in the box, as well as some
new ones specific to the Revo. You receive both a 1.5mm and a 2.0mm
hex wrench. You'll also receive two 2.5mm wrenches, one of which
has a ball end making it very handy in tight places. Even though
you may want to pick up a nice set of hex drivers later on down
the road, Traxxas has done a great job of providing these hex wrenches
to cover you in the meantime. In addition to that, You're well supplied
with other helpful wrenches as well, receiving three open end wrenches
and a couple of socket wrenches. On top of all that, you also receive
a tool that helps you work with the pillow ball caps and shocks.
Traxxas has definitely covered the tool department for the Revo.
Travel Rocker Arms
Revo comes with the 90mm Progressive 1 rockers installed. However
should you wish for more suspension articulation, simply reach back
into the box and pull out the included Long Travel rockers and springs.
These parts increase your travel to a whopping total of 120mm, which
is more than any other truck currently on the market. You'll also
receive an optional pair of piston heads, and some standard Traxxas
all of that, there's still more in the box. You'll also receive the
EZ-Start handheld starter, antenna tube, spare pre-oiled air filter,
air filter oil, suspension tuning balls with shims, foam body washers,
and several spare body clips. In the end, it's easy to tell that Traxxas
went the extra mile when providing accessories for the Revo.
Revo is well documented, having two manuals devoted to its operation.
Whatever you do don't lose these manuals, as they provide some very
valuable information. I personally feel that Traxxas provides some
of the best manuals in the industry when it comes to instructions
and operational notes. The manuals cover tasks such as motor break-in
and suspension technology in elaborate detail, enabling you to understand
exactly what makes your Revo tick. In case you don't have the manual
handy for break-in and tuning, Traxxas also provides you with a small
card that covers these basics. This item is perfect for storing in
your pit box.
also receive a DVD that details the break-in and other various procedures
for your truck. While this is not intended to be a substitute for
reading the manual, it does provide you a visual walkthrough of the
basics. The lessons on it will especially help those who may be unfamiliar
with nitro remote-control models.
final item in the box is the included sticker sheet. While Traxxas
has already applied many of the decals, they also send you a nice
selection of optional ones as well. While I appreciate this on the
part of Traxxas, I find myself wishing they would use two small
sheets as opposed to one giant one. It seems that every sheet I
get, whether it's in a T-Maxx, Revo, or other Traxxas vehicle, is
crinkled up which makes some of the decals difficult to use. Sometimes
it may be a crease in the decal, while other times the decal may
have lifted off the sheet exposing the adhesive underneath. Either
situation can result in a decal that may not want to stick. It's
a minor annoyance, but one that could be easily rectified on the
part of Traxxas.
Revo has a unique layout in the world of monster trucks. Up until
this point, everything used either a flat chassis design, or twin
vertical plates. When Traxxas created the Revo they wanted to achieve
a very low center of gravity, but at the same time provide a large
amount of suspension travel and ground clearance. Thus the Revo's
monocoque chassis was born. The shocks and transmission are at the
center, while the servos, motor, and fuel are on the sides sitting
as inward as possible. The result, according to Traxxas, is a truck
that should out handle anything that has preceded it.
of the first things I noticed, aside from the inboard shock configuration,
was the carrying handle/roll bar. Its primary function is to protect
the motor, and provide an easy way to carry the truck around. Even
though the roll bar is plastic, it's thick and constructed in a manner
that helps it provide a strong barrier to damage should the truck
ever find itself upside-down. While some may argue that an aluminum
roll bar would be a better alternative, I would beg to differ. The
plastic will flex instead of bending, which will help cushion any
blow that might be dealt its way. An aluminum roll bar may protect
the motor, but it would not help cushion the blow. It also may end
up bent which would ultimately weaken the bar, or the protection it
provides. So I don't think that an aluminum roll bar would have offered
any advantage over the route Traxxas has taken.
first glance the suspension arms seem devoid of any mass whatsoever.
While this true, it doesn't necessarily mean that strength was compromised.
According to Traxxas, engineers spent time examining the best ways
to reduce the weight of the suspension arms without compromising the
strength of the arm itself. The plastic seems to be a very different
type than that previously used on Traxxas trucks. All of this combined
means the suspension arms should prove to be much more durable overall
than the suspension arms on the Maxx trucks.
to the electronic OptiDrive unit, which is discussed in detail a little
further down, the transmission of the Revo is much more efficient
that the one found in the T-Maxx. It contains no reversing clutches
and offers a constant-engaging setup while still maintaining the ability
to run in reverse. This has translated to a lower part count in the
transmission which reduces rotating mass. In addition, the ratio of
second gear can be altered so that you can opt for a close-ratio setup
for smaller tracks, or a wide-ratio configuration for larger tracks.
The out of the box configuration lies in the middle of the optional
close and wide ratios.
the inboard shocks, Traxxas has eliminated shock towers from the
Revo. This allows for a much more durable body mount design than
seen on the T-Maxx, or other trucks. The body mounts are heavily
beefed up, and since they don't have the forces of the shock acting
against them, should easily prove to be very durable. In addition
the bumper is easily removed from the truck for maintenance. All
that's necessary to separate the bumper from the body mount is two
screws. This makes bumper repairs a snap.
shock configuration on the Revo is probably the first thing that most
people will notice. With the Revo, Traxxas has abandoned the eight
vertical shocks setup, that's found on the T-Maxx, in favor of four
horizontally mounted ones in the center of the chassis. Many may insist
that horizontal shocks have been used in similar configurations before,
making this concept far from revolutionary. An often mentioned example
of this is the XTM X-Factor. However, Traxxas brought the shocks much
further inboard and the geometric plane on which the shock operates
is much different than how other trucks tend to operate in relation
to the chassis. So while the inboard shock concept may have been developed
from other concepts, the actual application Traxxas uses is unique
for an off-road application. It also shows they were thinking outside
the box when designing the Revo.
very nice side benefit of the inboard shocks is the fact they are
protected from rocks and debris much better than before. This should
provide a much longer shock seal life than previously seen with vertically-mounted
shocks. Broken or bent shock shafts are not uncommon occurrences with
vertically-mounted shocks, but with the Revo this type of damage should
be lessened considerably. This is due to the fact that the shock is
out of harms way should a collision occur that would damage the suspension
arm area. I'd much rather replace a bent or broken turnbuckle than
have to rebuild, or replace, a damaged shock.
point to notice is that the rocker and suspension arms on the Revo
completely surround the rod ends. Other trucks that use a cantilever
or rocker setup don't employ such means to completely envelope the
rod end. Instead, they just mount the rod end alongside the rocker
arm. Since Traxxas has surrounded the rod end in this manner, it traps
the rod ends inside the rocker and suspension arms on both ends and
greatly enhances the overall strength of the suspension. Traxxas even
employs this feature on both ends of the shock as well.
front shocks are very easy to access, when the need arises. A 2.5mm
hex driver removes the screws that hold the top of the shock in place,
while a 2.0mm hex driver will make quick work of the screws securing
the shock to the rocker arm. The rear shocks, particularly the right-hand
side shock, present a little more difficulty but nothing major. I
found that with a ball end 2.0mm hex driver, I could remove either
rear shock without removing the exhaust. Overall, shock removal on
the Revo is much easier than with the T-Maxx. Removal of the rockers
though, will require removal of the tuned pipe. However removing the
tuned pipe is not difficult or time consuming at all.
examining the rear shocks, you may also notice the fuel tank on the
Revo. It holds 125cc of fuel, and has a built-in bronze fuel filter
installed at the fuel pickup. The Revo's fuel tank has a lower profile
than the tank used on the T-Maxx. This helps to maintain a more consistent
fuel pressure as the tank is emptied. A more consistent fuel pressure
helps the carburetor maintain a constant air/fuel ratio as the tank
empties. Another difference quickly noticed, is that the fuel tank
is also filled from the side instead of the top. The stock Revo body
has an opening in it's side to allow for easy refueling with the body
installed, while a pull handle on the lid allows you to easily raise
the fuel tank's lid prior to filling. Installed on the fuel line,
between the carburetor and the fuel tank, is a plastic pinching device
that can be used to easily shut the engine off.
Revo shocks are radically different in their design than their predecessors.
They are shorter than the shocks found on the Maxx and have a 13mm
bore. The bore size puts them on par with 1/8 scale buggy shocks,
if not larger in some cases. They also have an aluminum body and threaded
preload adjusters. The upper and lower shock caps are plastic, as
well as the preload adjuster. I don't see where there will be any
strength issues from these parts being plastic, as the plastic components
look to be built of the same high grade of plastic as the rest of
shock's shaft appears to be standard fare at first, until you realize
they're 3.5mm in diameter. For added strength, Traxxas has ditched
the e-clip end of the shock inside the body, and now uses a locknut
that threads onto the shock rod. This setup, to hold the piston head
in place, is utilized in many 1/8 buggies as well. On the lower end
of the shock, a progressive silicone bump stop prevents the shock
from bottoming out in a harsh manner when landing from large jumps.
of the biggest differences between the shocks on the Revo, and those
on other trucks, is the shock springs themselves. I've placed a
stock T-Maxx spring beside the spring from the Revo's shock in the
picture above. Aside from the fact it's shorter, the most apparent
difference is the diameter of the coils. They're huge when compared
to standard springs, and are what provides four shocks the ability
to handle suspension duties for a heavy truck such as the Revo.
Traxxas also offers a number of other springs with various rates
as well. You'll want to ensure you correctly match your springs
with the rocker arms you're using, as the Long Travel rockers require
longer springs. Traxxas provides one set of 120mm travel springs
along with the Long travel rockers that are in the box. However
should you want a different rate, they offer a large selection of
optional springs as well.
bearing carriers on the Revo are similar in design to those found
on the T-Maxx. However, they do boast a few distinct differences.
The most obvious would be the blue seals that protect the pivot balls
from dirt and debris, which can cause premature wear. The seals that
cover the pivot ball caps have slits in them so that you can easily
slide a 2.5mm hex driver into the pivot balls to adjust camber settings.
These seals can also be easily pulled out if you need access to the
pivot ball cap. The seals on the opposite side of the carrier can
be removed as well, should the need arise.
may also have noticed the hollow area where the axle starts to pass
through the carrier has been enlarged as well. This was to accommodate
the very large axle shafts of the Revo. The bearing carriers house
two bearings of differing sizes. The inner bearing is 12x18mm, while
the outer bearing is 6x12mm. Like all of the bearings throughout the
Revo, they are sealed from the elements by silicone dust seals.
should also be noted that Traxxas has been able to eliminate bump
steer from the Revo. Along with the included accessories is a set
of tuning balls and shims which can be used between the steering linkage
and the bearing carrier to negate bump steer. The exact combinations
of tuning balls and shims will vary depending upon how you have the
Revo's suspension setup. However, the manual includes a chart that
shows you how to determine the appropriate combination so that you
avoid any bump steer.
the T-Maxx, the Revo uses plastic sliding axles. However, the similarity
ends there. The Revo axles, as shown above, are much larger than the
slider axles found on the Maxx. For comparison purposes I have placed
a stock Maxx axle alongside the Revo's axle in the picture above.
For those who are curious, the Revo's axles have a total diameter
of 18mm. In addition to beefing up the axles, Traxxas has also sealed
the slider portion of the driveshaft to prevent anything from getting
inside them and causing them to bind. The u-joints at both ends of
the driveshaft are very large, and e-clips are used to ensure the
u-joint stays centered on the driveshaft ears.
has also altered the splines of the axles as well. The Maxx used a
set of axles that had four squared-off splines. With the Revo, the
count has increased, and the splines are curved. This, combined with
their large size, should eliminate axle twisting problems that had
been seen on modified Maxx trucks.
you look closely, you should notice the axle stub looks much different
than the one normally seen on Traxxas vehicles. The thicker portion
of the axle stub fits inside the 12x18mm bearing, while the 6x12mm
bearing supports the smaller end. The end of the driveshaft that
mates with the differential is held in place by a grub screw style
pin that can be removed with a 2.0mm hex driver. This pin setup
should be very familiar to anyone who has ever worked on the newer
style Maxx trucks, and it works very well.
The Receiver Box
receiver box on the Revo resembles the ones found on some touring
cars more than a monster truck. A sticker on the top of the box indicates
the frequency channel the receiver operates on. In my case this was
yellow, which is channel #4 (27.145 MHz). If you have others you run
with, you can buy optional crystals which will enable six Revos to
be run at the same time, when using the stock radio equipment.
the front of the receiver box, you'll see the OptiDrive electronic
shifting control. It should be noted that the OptiDrive only controls
shifting between forward and reverse. First to second gear shifts
are still adjusted by setting a grub screw in the transmission, and
the OptiDrive has absolutely nothing to do with their operation.
OptiDrive system has several benefits. One is that it removes the
jerky starts during early acceleration that the T-Maxx would often
exhibit. This was due to the internal transmission components associated
with the reversing mechanism, and was often the reason many chose
to remove reverse from the T-Maxx. The OptiDrive system eliminates
the needs for the extra components found in the T-Maxx's reversing
system, and therefore it lowers the rotational mass inside the transmission.
This helps to provide much crisper, and smoother, acceleration than
would be possible with the previous reversing setup. OptiDrive also
protects the transmission by preventing you from engaging reverse
when the truck is in motion. So OptiDrive gives you reverse without
all of the formally associated drawbacks.
OptiDrive also performs a few other functions as well. While reverse
is engaged it also limits the amount of power available in reverse.
After all, reverse is for backing out of a tight situation not running
races. So limiting the power available in reverse helps prevent loss
of control should the throttle be applied a little too generously.
In addition to everything else, the OptiDrive sensor will also monitor
the receiver pack's voltage as well. While it's not a complete substitute
for a failsafe, it will help prevent loss of control should the pack
begin to lose its charge.
opening the receiver box, by removing a single clip, you can see how
roomy the box really is. The receiver is much easier to access than
many off-road trucks, including the T-Maxx. So changing the crystal,
or adjusting the channel on synthesized aftermarket receivers, should
present no difficulty at all. The stock Traxxas receiver pack is located
under the receiver, which helps keep its weight low on the chassis.
In fact, the top of the receiver pack is sitting lower than the shocks.
the opposite side of the chassis, you'll find two servos tucked
away inside another box. The servo towards the rear of the truck
handles the throttle and braking functions on the Revo. Notice that
Traxxas uses their high-torque 2055 for this application. It provides
a much better clamping force on the brakes than the 2015 the T-Maxx
used. The mini-servo, a Traxxas 2060, is used to shift the transmission
between forward and reverse. Since this servo didn't need to provide
a lot of power, Traxxas opted to use a mini-servo for the Revo's
reversing duties. This approach helps in regards to weight, and
more importantly receiver pack life. Running four high-torque servos
off of the receiver pack would run the pack's charge down fairly
quickly. Using a smaller servo helps eliminate some of the load
the receiver pack experiences.
and Servo Saver
bottom of the Revo is a mixture of the aluminum monocoque chassis,
and plastic skid plates. All crucial underside components are well
protected out of the box. You have skid plates under the bulkheads,
and one that protects the transmission as well. The skid plate that
covers the front bulkheads also protects the adjustable servo saver.
There's even a skid plate that protects the underside of the fuel
tank. In addition to those items, the steering servos are protected
by a pair of plastic servo guards as well.
mentioned that the Revo comes equipped with a receiver pack. I also
mentioned that it's located directly under the receiver, which would
make frequent access to it somewhat time consuming. However, Traxxas
covered this aspect as well. Since the most often needed task in regards
to a receiver pack is charging, you'll find a charging jack located
on the underside of the receiver box. You simply plug the charger
into the jack, and you're ready to charge. You don't even need to
open the receiver box. The charging jack is protected from the elements
by a rubber plug that is pressed into place once charging is complete.
dual servo approach used on the Revo provides some serious turning
power. Both servos are Traxxas 2055 high-torque servos, which are
rated at 80 oz/in. of torque at 6.0 volts each. Even while the truck
is motionless, the steering setup has no difficulty in turning the
wheels fully in either direction. While this could have also been
accomplished with an expensive single high-end servo, the Revo's setup
allows you to use two less costly servos. However, the Revo can be
converted over to a single servo setup if desired.
servo savers cannot be used with the dual-steering servo setup found
on the Revo. The Revo's servo saver was developed specifically for
this application. It uses a series of servo horns, adjustable links,
and rod ends, to connect the servos to the actual servo saver. The
tension of the servo saver is also adjustable by using shims under
the spring. This allows you to tailor the stiffness of the servo to
suit your tastes. Traxxas also offers an optional spring for the servo
saver in the event you replace the steering servos with a metal geared
the underside of the Revo, you can also get a good look at the Revo's
braking system. Semi-metallic pads are mounted onto aluminum alloy
calipers. A caliper sits on each side of a steel rotor that's been
cross drilled for ventilation. This setup helps to prevent brake
fading under heavy use, and keeps the braking power more consistent
as the truck is run. In addition the rod that ties the brake to
the Traxxas 2055 servo has a thumbwheel on it so that braking power
can be easily altered to suit your driving preferences, or to adjust
for pad wear.
Traxxas designed the Revo, they wanted to move away from the screw-type
suspension pins that they used throughout their product lineup. While
the screw pins worked fairly well, they would often back out, or the
head would become clogged with dirt. So Traxxas developed a captured
suspension pin approach for use on the Revo. The lower suspension
pins are only 24mm long, and two are used to support both sides of
the suspension arms. The pins slide into place easily and are held
tight by plates that prevent them from sliding out as the truck is
driven. The example above shows how one end of the front suspension
pins fit into the suspension arm, while the other end locks into the
suspension pin approach provides several benefits. Obviously you'll
no longer be subjected to retightening pins down when they back out.
It also means that you won't have to clean out the dirt that's lodged
in the screw pins head before tightening it back down either. However
a benefit that not often though of immediately is the fact that this
approach should help eliminate the problem of difficult to remove
bent pins. Previously a bent suspension pin may have required pliers,
with a good dose of patience, before it could be removed. This is
because it spanned completely between both sides of the lower suspension
arms, which required you to pull the bent portion of the pin though
a large amount of plastic. Now not only are the pins stronger than
the stainless steel screw-type pins were, but they will be easier
to remove should they become bent due to their shorter size.
suspension pins for the upper arms are similar to the lower pins in
the aspect that they use the captured approach as well. However the
upper arms still use a long single pin that stretches across the entire
span of the suspension arm. Most problems with bent suspension pins
occurred with the lower suspension arms, so for the upper arms this
should present very few problems. Especially with the stronger captured-style
pins that are being used on the Revo.
should also notice that the upper suspension pin area is a hotbed
of adjustability. You can change the location of the upper suspension
pins to alter the roll center for both the front and the rear of the
Revo. You can also rearrange the plastic c-clips, on the upper suspension
pins, to alter the caster angle of the front suspension as well. This
is similar to what's offered by the T-Maxx, but the Revo offers the
capability of adjusting from 5-15°, which is greater than what the
Maxx offered. This helps the Revo to achieve a very diverse set of
handling characteristics. Suspension tuning is covered in extensive
detail in the manual provided along with the Revo.
bulkheads used on the Revo are a far cry from those found on the Maxx
trucks. While they are still used to house the differential, they
are secured entirely to the aluminum chassis plate across their entire
length. This is a stark contrast to what was seen with the approach
with the Maxx, where the chassis plate and the bulkhead were attached
together at only one end. In addition the bulkhead no longer provides
a place to mount the bumpers, as the bumpers are now actually secured
into the body mounts. All of this means that the bulkheads are no
longer a focal point during a crash, making them very unlikely to
differentials of the Revo have been beefed up substantially, and bear
very little in resemblance to the ones found in the Maxx. The plastic
housing that holds the differential no longer has left and right sides,
but rather front and rear halves. This is a common setup found with
1/8 scale buggies. It will also eliminate the difference in gear backlash
that the Maxx would often see when the plastic case screws were torqued
down differently. Also the bearing on the ring-gear side of the differential
is 8x16mm, which is beefier than the 10x15mm bearing found on the
other side of the differential. The 8x16mm bearing can handle the
much larger thrust forces that are dished out on the ring-gear side
of the differential. You'll also likely notice that, in keeping with
the theme of sealed bearings throughout the Revo, these bearings are
sealed as well.
plastic case halves also have threaded metal inserts in them as well,
which helps to increase their holding strength. Hex head fasteners
are a common sight throughout the Revo, and the differential area
is no exception. Hex head screws hold the differential housing together
as well as the differential itself. The small stainless screw screws
found in the Maxx differentials don't hold a candle to the hardware
that's used to hold the Revo's differential together.
like with 1/8 scale buggies, the differentials are rubber sealed
and filled with oil instead of grease. To accomplish the sealing
of oil inside the differential, Traxxas uses x-ring seals around
the output shafts. An x-ring seal effectively create two sealing
points instead of one, like a standard o-ring seal would have. This
virtually eliminates the chances of the differential leaking oil.
The use of differential oil, as opposed to grease, allows you to
better tailor the action of the differential to suit your tastes,
or track condition. The differentials come filled with 30,000 weight
oil, and Traxxas offers 10,000 and 50,000 weight separately. You
can also find many other weights through aftermarket vendors that
were made for differentials of this nature.
motor mount on the Revo is designed to hold the motor at an angle,
with it tilting towards the center of the truck. This helps to keep
the weight of the motor closer to the chassis centerline. The motor
mount differs from the traditional type found on the T-Maxx, in that
it's not a one piece mount. The frame for the motor mount is secured
to the chassis, while the portion that is attached to the motor is
a separate piece altogether.
achieve a proper spur gear gap you angle the motor and its mount,
then tighten down the two screws accessed from the rear of the truck
when the gap is correct. I tried resetting my spur gap several times
to see how well it worked, and found it to be much easier than using
the mount on the T-Maxx. On the T-Maxx, the setting can drift slightly
as you tighten the screws down, because you are trying to hold the
motor from the top while working on the bottom. The Revo's mount experienced
none of these symptoms since it was all accessed from the upper side
of the chassis and could be easily held in place while tightening.
box fans rejoice, as the Revo is capable of being used with starter
boxes. Just in front of the motor mount is a cutout in the chassis
designed to give a starter box access to the Revo's flywheel. While
there were no Revo-specific starter boxes available when the truck
was released, I've heard of several people using modified starter
boxes. I'm also aware of the fact that both Ballistic Batteries and
RD Racing Products are releasing starter boxes specifically for the
Revo. I'm confident that several other starter box options will emerge
within the next few months as well.
Traxxas 2.5 was a masterpiece of engineering when it was first introduced.
At the time it took the .15 motor category to power levels that had
not yet been seen. A few years later there are other motors that can
boast of similar power levels, but that doesn't take away the fact
that the Traxxas 2.5 is still an incredible stock motor. So with the
Revo, Traxxas reworked the design of the 2.5 a little further and
extracted a little more performance from it. Then they dubbed it the
most obvious change for the Traxxas 2.5R is the new PowerTune head
it's been equipped with. Gone is the cast aluminum head, and in its
place is a new machined head that's been anodized in blue. The new
head should provide better cooling capability, and provide more strength
than the old cast aluminum head as well. On the inside of the motor,
the sleeve has been modified to boost efficiency and power as well.
These improvements help push this 9.4 lb. truck to the 40 MPH range.
sure some people will argue about the fact that the Revo should have
been powered by a big block motor. However, what one should keep in
mind is that the Revo is a 1/10 scale monster truck. This category
is typically powered by a small block motor. In addition Traxxas has
always emphasized power-to-weight ratios, and handling, more than
simply bolting in the biggest motor possible. If you happen to be
one of those that desire more power, most aftermarket motors that
were designed for the T-Maxx should work well for the Revo. You may
just find it necessary to wait a few months so that engine mounting
and header solutions emerge for them.
EZ-Start makes an appearance on the Revo and functions just as it
did on previous Traxxas models. Simply plug a fully charged 6-cell
battery pack with Tamiya connectors into the handheld EZ-Starter,
and then insert it into the plug on the rear body mount. Pressing
the button on the EZ-Start then starts the truck. The EZ-Start will
also let you know when the glow plug dies, or if the engine is flooded.
These are features most other starting combinations don't have.
high speed and low speed needles on the 2.5R are very easily reached.
The high speed needle is contained in the brass housing and faces
the top of the truck, while the low speed needle is located on the
carburetor's slider right above the flywheel. The idle adjustment
screw is located on the opposite side of the motor at the base of
the high speed needle. Despite the idle screw being on the same side
of the motor as the fuel tank, it's easily reached just as the other
needles are. When tuning, you should also keep in mind that the Traxxas
2.5R requires a very fine touch in regards to needle adjustments.
A very common mistake with the Traxxas 2.5 was the owner over-adjusting
the needles when leaning or richening. The very same thing can also
be anticipated for the 2.5R, as it tunes in the same manner. While
the manual states make adjustments in 1/8 or 1/16 increments, I'd
avoid 1/8 turns. In fact, I'd recommend using no more than 1/12 increments
when leaning the motor.
are a few other items that bear pointing out regarding the Revo and
the 2.5R. One is Traxxas has installed a throttle return spring on
it at the factory. Anyone who has ever chased an, out of control,
nitro-powered vehicle running away from them, knows how scary of a
concept a runaway is. A throttle return spring will return the throttle
to its idle position should the power from the receiver pack happen
to die completely. Another nice feature of the Revo is the throttle
bell crank itself. If you look closely, you'll notice the carburetor's
slide arm sits in a recessed area in the plastic bell crank. This
eliminates the need to pop a ball cup on and off the linkage when
the motor is pulled. This simple touch, on the part of Traxxas, helps
to make motor removal and installation a breeze.
supplied tuned pipe is a multi-chambered, blue anodized aluminum
pipe. It's positioned so that it vents the exhaust out the rear
of the truck. The final exiting of the exhaust takes places through
a supplied silicone exhaust deflector. The header is the same diameter
as the one used on the Traxxas 2.5, but routes the spent exhaust
towards the rear of the truck instead of the side like in the T-Maxx.
The header is mated to the tuned pipe by a blue silicone exhaust
coupler. Both the header and the pipe are flared where the coupler
ties them together. This helps the zip-ties to lock the coupler
in place, and prevents the coupler from working its way loose from
either part of the exhaust system. The header is secured to the
motor by two hex head screws. A heavy-duty pipe hanger holds the
pipe center to the chassis, and prevents it from being banged around
while the truck is being driven.
Revo also sports a completely new slipper clutch than Traxxas has
used in the past. Traxxas calls the new slipper clutch system "Torque
Control". It uses three individual semi-metallic slipper pads, instead
of the pegs that were previously used for a Traxxas slipper clutch.
The slipper pads engage themselves against a steel slipper plate,
and are mounted on a finned aluminum mount that helps to dissipate
heat easily. The new Torque Control slipper clutch system eliminates
the spur gear from being damaged by a slipper clutch setting that
is too loose. In addition to that, the spur gear can be easily replaced
without altering, or removing, the slipper clutch.
stock rockers that come installed on the Revo offer a large amount
of suspension travel, a total of 90mm to be exact. For normal bashing
or racing, this will usually be sufficient. However in some cases,
such as rock climbing or extremely rough terrain, you may desire more
suspension articulation. To give the Revo this capability Traxxas
includes an additional set of rocker arms. Dubbed the Long Travel
rockers, these offer an additional 30mm of travel over the Progressive
1 rockers that come installed on the Revo.
additional suspension travel is split between downward travel and
upward travel. You'll gain 20mm of upward travel and 10mm of downward
travel with the optional rocker. This gives you a total of 80mm of
upward travel and 40mm of downward travel. In comparison the stock
rockers offer 60mm and 30mm respectively. In the picture above, I've
raised the front of the Revo off of the ground and installed a Long
Travel rocker and its associated spring on one side. Notice how the
stock rocker has bottomed out and is no longer touching the table,
but the Long Travel setup is still contacting the table. This showcases
the extra downward travel accomplished by swapping out the stock Progressive
1 rocker for the Long Travel rockers.
suspension articulation is just as impressive. With 90-120mm of
suspension travel on hand, depending upon which rockers are installed,
the Revo boasts suspension articulation that used to be achievable
only by solid axle trucks. However that's not the case anymore and
the Revo still retains the handling characteristics of independent
suspension. As a reference, the jar of Bob Dively liquid masking
in the above picture is around 7 inches high, and the suspension
still has a slight amount of upward travel it could still achieve.
rims that come on the Revo mate to the standard Maxx hex adapter.
However as a general rule most Maxx wheels will not fit due to the
offset and diameter differences of the wheels on the Revo. The Wheels
themselves are 5-spoke plastic rims with a chrome finish. Traxxas
has pre-drilled a ventilation hole in the rim as well, preventing
you from having to perform that step to ensure that air can flow in
and out of the tire as needed.
tires on the Revo are made by Traxxas and called Talon tires. They
are 3.5 inches wide and 5.75 inches tall and have foam inserts installed
inside them. The tires themselves use a more performance oriented
tread design than the Chevron-type tires found on the Maxx trucks.
The tire material itself is also a lot more pliable than the stock
Maxx tire as well. Judging by the way they feel, if I didn't know
that Traxxas made them, I would have guessed they were a new tire
tires on the Revo come pre-glued which makes the Revo even more of
an RTR than the Maxx was. In addition to that, the tire beads sit
inside a deep channel in the rim which helps add even more strength
to the glued tire beads. The deep channel prevents most of the centrifugal
force from acting upon the tire, which leaves the glue with the primary
function of just preventing the rim from spinning inside of the tire.
all the features and engineering that went into the Revo, it's almost
a disappointment when you see the radio. The Revo still uses the TQ3,
which is very familiar to Maxx owners. It's not necessarily a bad
radio, but with the thought that went into the rest of the truck you
really expect something new or different.
TQ3 radio works in the 27 MHz AM range, and is a three channel radio.
The third channel is controlled by the red rocker switch located just
left of the trigger. The radio also boasts servo-reversing capabilities
and trim knobs for both steering and throttle. However, since the
trim knobs are analog, they can be altered when the radio is switched
off. So you'll want to verify their setting before each running session.
You can also adjust the throttle range from 50/50 to 70/30, which
determines how much throttle travel you'll have in each direction.
can appreciate the fact of why Traxxas uses a cheaper radio, as it
relates directly to cost. A good radio could easily add $100 or more
to the cost of the Revo, making it less likely of a purchase for a
prospective buyer. Especially if the prospective purchaser is new
to the hobby. Furthermore chances are the included radio would still
not be the preference of many people, so it would still end up being
replaced. Low-end radios in a RTR model are not uncommon, and are
in fact the norm. However very little else on the Revo fits within
what was once thought normal for a monster truck, so the initial impression
with the radio is in huge contrast to the rest of the truck.
biggest gripe with the radio overall, is the fact you cannot use
it in conjunction with a rechargeable transmitter pack. The TQ3
is only designed to use AA batteries. While it is possible to use
rechargeable AA NiMH cells, and a standalone charger, I think the
ability to use a true receiver pack is a feature that is well worth
it. The capability to simply plug a charger into the radio itself
and charge the pack makes things much easier. In addition, and this
is more of a matter of personal preference than anything, I just
don't care much for the way the TQ3 fits my hand. The handle feels
awkward, and thicker, than most radios I'm used to.
first thing that needs attention is the receiver antenna. You'll want
to find the antenna tube in the bag of extra parts, and then thread
the antenna wire through the tube. The antenna wire should be coiled
up between the transmission and the receiver box.
careful when pushing the antenna wire through the tube, you don't
want to bend or damage it. If you find it difficult to feed the wire
through the tube, sprinkle some baby powder on the wire before pushing
it through. Another method that works well is to place a couple of
drops of bearing oil in the tube before pushing the antenna through.
the antenna is installed, find the black antenna cap. It should be
in the parts bag that contains the spare body clips. Use it to cap
off the top of the antenna tube. If you want to protect the excess
antenna that hangs out under the cap, you can use a small section
of heat-shrink tubing to cover the antenna wire and the plastic tube.
you run, you'll want to charge the Revo's receiver pack. To do this
you remove the rubber plug in the bottom of the receiver box and
expose the charging jack. Next find the charger's AC to DC transformer
and the charging unit itself. Then you simply connect the transformer's
plug to the charger. Plug the transformer into a wall receptacle,
and the charger's plug into the jack under the receiver box. The
light on the charger should begin to blink quickly indicating the
receiver pack is being rapid charged. If the pack is nearly depleted,
it will take around an hour for it to fully charge. Once it's charged
remove the charging lead from the jack, and replace the rubber plug
in the bottom of the receiver box.
also need to charge the 6-cell pack that powers the EZ-Start handheld
unit. This 6-cell pack, and charger, is not included with the Revo.
You'll want to follow the directions that are packaged with your charger
when you charge the 6-cell battery pack. Once it's charged, insert
the Tamiya-style plug on the battery pack into the EZ-Starter. Then
twist the battery pack a couple of times to take up the slack in the
wires. Set the battery in the EZ-Start and replace the cover.
ready the Traxxas TQ3 radio for operation, you'll need to have 8 AA
batteries on hand. I strongly recommend using quality batteries, not
cheap ones from a discount store. Not only will they last longer,
but they will provide a stronger signal as well. Insert the AA batteries
as indicated on the radio's battery holder. Then replace the cover.
last thing you'll need to do is to make a cooling hole in the front
windshield. This allows airflow to the motor so that it can maintain
a proper operating temperature. They are several ways to go about
this procedure. I usually use a hole saw, as it provides perfect
circles. In the case of the Revo, I used a 1.5 inch hole saw for
the cooling hole, and it has provided plenty of airflow. Avoid cutting
out the entire windshield, as that will only weaken the body. All
other openings in the body are cut out at the factory. If you desire
to apply any additional stickers on the body, now would be the time
to do so.
first thing that I needed to do was to break the Traxxas 2.5R
motor in. The 2.5R is a high precision racing motor with very
tight tolerances, so I recommend strictly adhering to the 5 tank
break-in procedure as laid out by Traxxas in the manual.
need to select a rather large open area for break-in, and it should
also be paved. I chose a local high school parking lot. Part of
the reason was because it was just a few miles from the house.
However a large part of the reason was that I started break-in
at 8:00pm and would need the lighted parking lot before it was
ran the first tank through the Revo and gave it the required 15
minute cool down period afterwards. I did end up richening the
high speed needle a total of about a half a turn. I didn't think
that I saw enough of a smoke trail by the time I was part of the
way through my first tank. I quick check of with a temp gauge
revealed that I was running around 260°. While that is under the
maximum operating temperature of 270° it was still a little high
for driving around at part throttle with the body off. The night
I performed break-in was also a rather cool summer evening, which
would have caused the truck to run a little more on the lean side.
So I ended up richening the high speed needle to get it to a mixture
I felt was safe and comfortable for my situation. Keep in mind
that you should first try to perform break-in without any adjustment
at all though.
two, three, and four, went off without a hitch. Soon I was on
tank five, and nearing the end of the break-in routine. Once I
hit tank five, I found myself needing to lean the high speed needle
a little bit so the truck would shift into second gear. A simple
1/12 turn clockwise was all that was needed before the Revo was
hitting second gear and screaming across the quickly darkening
1/3 of the way through tank number five the Revo shut itself down.
Of course this happened at the far end of the parking lot, forcing
me to get my weekly exercise while retrieving it. I was certain
the glow plug had died, and using the EZ-Start I quickly confirmed
that was indeed the problem. I quickly swapped the glow plug,
and all was well again. Soon tank number five was finished, and
never once experienced a problem with the Revo flooding during
any of the break-in tanks. Aside from the glow plug dying, I never
had any stalling problems either. It idled and drove perfectly,
making break-in very painless. The break-in procedure lasted about
two hours from beginning to end. However that also accounts for
the time I spent chatting with a sheriff's deputy who rode through
the parking lot making his normal rounds.
with the lights in the parking lot it was still relatively dark
towards the end of the break-in session. However that made the
Revo much more interesting. The flashing light of the OptiDrive
system made the Revo look like something more out of a science
fiction movie than an RC truck. While the flashing blue lights
couldn't be seen through the stickers that represent the side
windows, they glowed through the side of the body and out of the
cooling holes in the front and rear of the tuck. It was definitely
a very cool sight to behold.
break-in complete it was time to get to business. At the first
available opportunity I set out to subject the Revo a healthy
dose of bashing, eager to see how the Revo would handle any abuse
that I might throw its way. However, before I get a run in, I
was dealt a problem that would have me scratching my head for
a few minutes. With the Revo fueled up and ready to go, I inserted
the EZ-Start unit and pushed the button. Nothing happened. I tried
it again and noticed that both lights on the EZ-Start were lit,
however the motor didn't even try to turn over. Not in the least.
immediately considered the fact that I had flooded the motor,
even though that didn't sound as if it were the case. However
that wasn't the problem at all, nor was the piston stuck at the
top of the cylinder. I also checked the leads and saw plenty of
voltage at the EZ-Start motor. So I was convinced the starter
motor was the source of my problem. I quickly plugged in a spare
EZ-Start motor to see it turn over, and it did so without hesitation.
That narrowed things down considerably, or so I had thought.
then decided to plug the leads back into the starter on the Revo.
Once I did so, the motor started turning the 2.5R over once again.
Now it was apparent the problem wasn't the starter motor on the
Revo. In the end, I found that the clip on the positive lead of
the EZ-Start wiring harness was a little loose. So I used a pair
of needle-nose pliers to tighten the connection back up, and it
gave me no further problems.
the Revo fired up I started playing in the dirt, allowing the
truck to get up to operating temperature. After a couple of small
adjustments with the high speed needle the Revo was laying down
some serious power and staying in the 220-235° range as I checked
it several times throughout the day.
initial impression with the power band was awe. I had expected
the truck to feel very similar to a T-Maxx in regards to acceleration,
but it didn't. Acceleration felt much stronger and instantaneous
than a T-Maxx, despite the fact the Revo weighs more. The final
gear ratio between the two trucks is very similar, so the new
Optidrive reversing system probably accounts for a good portion
of the stronger bottom end. With the internal clutches and reversing
mechanism of the T-Maxx gone, the power reaches the wheels much
more efficiently. I also expect the new slipper clutch system
helps out in this regard as well.
Revo seems to have a much better transfer of weight than the T-Maxx
does. When coupled with the Talon tires, it provides much better
traction off-road than the stock T-Maxx tires and suspension.
This helps the Revo launch harder, with less traction loss, which
most certainly assists in the acceleration department as well.
In the speed department, the Revo seems to be very similar to
a T-Maxx. This puts it around 40MPH, which obviously would be
somewhat dependant upon tuning and weather conditions.
at speed, the truck handles itself very well when cornering. The
suspension soaks up the bumps and ground imperfections with ease
and agility. My dad, after watching and driving it, commented
it had a cat-like stance while being driven. The stock tires have
a lot of side-bite, and despite the Revo's low center of gravity,
it can be rolled over in some situations. This tends to happen
when sliding sideways, from a low-traction surface, into a higher
traction area at full speed. However after getting used to driving
the truck, you quickly can tell that the truck has gained traction
and learn to compensate for it. The Revo is most certainly head
and shoulders above the cornering characteristics of the T-Maxx,
and other monster trucks as well.
climbing a dirt pile or hill, the Revo seems to just stick to
the dirt and hug itself to the ground's shape as it makes it way
to the top. It handles steep climbs of that nature with ease,
each time I climbed, making it look like it was no big chore at
all. This is true even when the angle got so steep that a T-Maxx,
or most other monster trucks, would have wheelied over on their
giving myself some time to adjust to the Revo's handling and maneuverability
characteristics, it was time to get some air. After all, who wants
to keep a monster truck on the ground all the time? I chose an
area with some grass to help provide plenty of traction for the
run to the ramp. Still fairly new to the Revo, I wanted to feel
as if I was in complete control in the moments before liftoff.
My first few jumps were far from perfect, but that had more to
do with me than anything else. I was using my curved skateboard
type ramp, and I was over compensating the nose-up launch the
ramp provides. After a few more jumps, I became a little more
comfortable with the Revo and started producing nice consistent
Revo is well balanced when jumping, and the suspension seemed
to easily soak up the landing. Even when landing a little less
than perfect, the Revo's suspension seemed to correct the truck
into a more agile landing. I found out on several occasions though,
that the weight being shifted and absorbed by the suspension made
it really easy to pull a wheelie if you got back into the throttle
too quickly upon landing. Then again, with a 9.4 lb. truck jumping
between 4 to 8 feet, you'd expect a tremendous amount of traction
when it initially lands!
I got brave, and started trying to pull of flips as the truck
left the ramp. It took me several attempts before I got my timing
down to the point I successfully pulled off some flips, but once
I did they could be obtained fairly easily. The unsuccessful jumps
showcased the durability of the Revo as I landed in a multitude
of angles, and even cart-wheeled several times. Not once did I
break anything, although I did manage to lose quite a few body
clips and the exhaust deflector slid off several times. On one
occasion the rear end came down so hard it folded the exhaust
deflector as it hit the ground which shut the motor off. However
nothing was broken and the truck fired right back up with the
EZ-Start. Flaring out the pipe's stinger a little, with a screwdriver,
solved the problem with the deflector sliding off.
several back-to-back tanks worth of jumping and playing in the
dirt, I pulled the Revo back in and gave it a good through examination.
I could only find one thing that needed to be addressed, and that
was the fact the wheel nuts had managed to loosen themselves.
In fact, this was a reoccurring problem I would notice as time
went on. I'll attribute this to the fact that very little of the
nylon inside the locking nut seemed to remain after it was first
installed. This can be easily solved by using some thread lock,
or another set of wheel nuts. You definitely will want to keep
a check on them though, as a loose wheel nut can damage the hex
adapter, the wheel itself, or both.
on during another outing with the Revo, I used the optional Long
Travel Rockers that Traxxas provided with the truck. The Long
Travel rockers do add a substantial amount of suspension articulation
to the truck, and they are definitely the route to go when running
through seriously rough terrain. They soak up the bumps and terrain
changes like they are non-existent. However, that's really their
only good purpose. For general running at higher speeds, or jumping,
I would stick with the Progressive Rockers instead. The Long Travel
Rockers loose all progressive tendencies, and offer a very soft
ride. This weakens cornering ability, and increases the possibility
of bottoming out on mid to large size jumps. For general running,
the factory installed Progressive 1 rockers are the best overall
option between the two choices.
the course of several more outings with the truck, I can say that
my favorable opinion of the Revo has grown even stronger. While
the truck is incredible in regards to handling, the overall durability
has proved itself to be just as amazing. The work of the engineers
at Traxxas, when designing the durability of the design, has not
gone unnoticed by me in the least.
I'm accused of taking it too easy on the truck, I can say that
I have managed to damage the Revo some, but nothing like I expected.
It should also be pointed out, that this truck has been jumped
well over 200 times, and landed on several types of terrain. Furthermore
many of these jumps ended with poor landings, especially once
I started trying to pull off flips, where timing was critical
and practice essential.
exactly what did I damage? For starters, I had to replace the
exhaust coupler, as it ended up with a small rip in it. While
the flaring of the header and pipe helps to hold the coupler in
place, a bad landing on the rear of the truck undoubtedly caused
the flare to stretch the coupler to its limits. This forced me
to replace it. The hobby store was out of the replacement couplers,
so I ended up using a GS Racing coupler instead. It's thicker
than the Traxxas coupler, and has held up very well so far.
also managed to bend the front left push-rod. However a wide open
run into the corner of a railroad tie where I misjudged my distance
can easily cause much more damage than that most of the time.
My solution was to bend the push-rod back as straight as possible,
since the rod ends suffered no damage at all.
last item I managed to damage was the left-rear shock rod. This
was a result of a set of crazy jumps, which consisted of the curved
ramp and the truck running up it at an angle instead of hitting
it straight-on. The jumps looked pretty wild and the truck would
launch from the ramp with one side higher than the other. However
a bad end over end landing must have exhibited some serious stresses
on the left-rear suspension. The result was that the shock rod
itself broke off at the threads where the rod end screws on.
find the shock rod breakage interesting, and even encouraging,
to an extent. The reason for this is that the rod end still remained
intact on the rocker arm. For the breakage to occur in this manner,
it shows that the rod ends of the rocker arm setup are far from
being a weak point. I was able to remove the remainder of the
shock rod from the plastic rod end so that I could reuse the rod
end. I experienced no further problems from the rod end or the
shock rod since.
let the few small items that were damaged fool you into believing
this truck isn't tough, because it is. For all of the abuse the
Revo has been through, it has held up exceptionally well. The
Revo has had somewhere in the neighborhood of 1.5 gallons run
through it by now, and I've spent less than $10 on replacement
parts. That pretty much speaks for itself, especially considering
much of that time was spent jumping. The Revo is most certainly,
a very tough truck.
the Traxxas Revo in action!
Revo has proven itself to me to be a very capable monster truck
in regards to handling. In addition, it's been very durable throughout
my testing as well. This has proven to me that it is just as capable
for those who want durability, as well as those whose primary
concern is handling. I see absolutely no truth in the myths and
thoughts that the Revo is primary for racing, and will not hold
up as a basher. I honestly feel that a year from now the Revo
will be the benchmark which most other trucks are being judged
against, just as the T-Maxx was.
regards to immediate upgrade needs they are very few. I personally
would consider the radio to be one of the first upgrades needed,
especially for anyone who plans on spending any time at the track.
Digital trims, along with features such as adjustable endpoints,
will most certainly provide some benefits over the no-frills stock
TQ3 radio. Even a basher would see some benefits from a radio
that provides a charging jack, as using AA batteries to power
the radio can get expensive over time.
most trucks in this category could stand to have a high-torque
servo installed, the Revo isn't necessary one of them. There's
plenty of turning power available, and the only reasons to consider
an upgrade of the steering servos would be to gain metal gears,
or to shed some weight and use a single servo. So a steering servo
may be a possible consideration as well depending upon the wishes
of the owner.
has, without a doubt, done their homework on the Revo. They
took a leap of faith and turned out an entirely new approach
that is far removed from the widely popular T-Maxx platform.
In doing so, they have issued a challenge to all other manufacturers
in the genre. It will be very interesting to see how it's answered.
Regardless of what happens the consumers are going to be the
real winner, as competition between the manufacturers only breeds
a better RC experience for all of us.
Texas 75074 USA
IL 61822 USA
used: 6-cell Battery (1500 Mah), Mega Peak Charger
Live Oak Ave., Unit D
Park, CA 91706, USA
used: Silicone Exhaust Coupler
NJ 08820 USA
used: Monster Horsepower Fuel (20%)
The comments, observations and conclusions made in this review are solely with respect to the particular item the editor reviewed and may not apply generally to similar products by the manufacturer. We cannot be responsible for any manufacturer defects in workmanship or other deficiencies in products like the one featured in the review.