RCU Review: XTM Racing XT2


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    Contributed by: Eric Hege | Published: August 2006 | Views: 164756 | email icon Email this Article | PDFpdf icon
    XTM XT2 1/8 Scale RTR Nitro Buggy


    XTM Racing

    Distributed Exclusively By
    Global Hobby Distributors


    18480 Bandilier Circle
    Fountain Valley, CA 92708 USA


    Phone: (714) 963-0329
    Fax: (714) 964-6236
    Website: xtm.globalhobby.com



    See the XTM XT2 in action!
    Resolution:  Low  Medium  High

    Quality
    Performance
    Assembly Ease
    Handling
    Durability
    Speed
    Engine
    Price


    Powered by XTM 247
    Tough Chassis and Bracing
    Strong Steering Servo


    Sun/Planet Differentials
    Pullstart

    While the RC hobby has many facets, one of the more popular is easily the 1/8 scale buggy class. Don't believe me? Attend a race and you'll likely find that there are more entries for this one single class than any other. This fact alone is a testament to the genre's popularity at the track. However, it doesn't stop there; as the speed and durability offered by 1/8 scales make them extremely popular for the bashing crowd as well!

    XTM is no stranger to the 1/8 scale buggy world, as the X-Terminator has been an often-sighted product on many hobby store shelves for a few years. Due to the popularity of the class, and the fact that competitors have been moving forward and advancing their buggies, XTM has reworked the platform and dubbed it the XT2. Let's take a peek at the latest version of this platform and see what XTM has in store for future XT2 owners!




    Model Name: XTM XT2 1/8 RTR Nitro Buggy
    Part Number: 145625
    Price: $370.00 (Approx. Street Price)
    Type: 1/8 Scale Four Wheel Drive Buggy
    Width: 19.02" (483mm)
    Width: 12.01" (305mm)
    Wheelbase: 12.76-12.99" (324-330mm)
    Weight: 8.0 lbs. (3.63 kg)
    Wheels: White Plastic Dish-Style 4.19x1.65" (106x42mm)
    Tires: Block Studs 4.75x1.73" (121x44mm)
    Front Suspension: Independent C-Hub
    Rear Suspension: Independent Carrier-Based
    Shocks: Threaded Aluminum
    Chassis: 3.0mm Anodized Aluminum
    Engine: XTM 247 .247 (4.1cc)
    Brakes: Crossdrilled Stainless Steel Discs/Fiber Pads
    Fuel Tank: 125cc

    Additionally Required Items
    8 AA Batteries or Transmitter Pack
    4 AA Batteries or Receiver Pack
    Nitro
    Glow Igniter
    Air Filter Oil
    After-Run Oil
    Flathead Screwdriver
    Lexan Body
    Decals and Documentation
    Owner's Manual

    The XTM XT2 arrives with a pre-painted and pre-cut body in the box. All you need to do is to remove the clear protective film and apply the decals to the body as you desire. The body is multi-colored, and looks good. However, I'd like to see a brighter color used for the flames. The brownish color really doesn't do the overall design as much justice as I'd like to see.

    In the documentation department, XTM receives excellent marks. The manual for the XT2 is the thickest I've seen from the company, and it details all of the aspects of the buggy very well. You'll find it contains plenty of information for both novices and veterans, thanks to the amount of time XTM devoted to it. So it's sure to be an excellent reference for both starting off and working with the buggy later on down the road.

    In addition to the owner's manual you'll also find a smaller manual dedicated to the XTM's motor, as well as the included Hitec radio. These additional items ensure that every facet of the buggy is covered and explained well. Along with the manuals, you'll also find a set of decals, that I mentioned a few moments ago. These colorful decals will help you finish up the body before running the XT2.

    Accessories
    Left Side
    Right Side

    There are several other included items in the XT2's box as well. Obviously you would expect a few items such as the antenna tube, air filter, and basic tools. However, XTM also includes a set of optional toe blocks to change the handling at the rear of the buggy. You can easily dial in from 0° to 3° of rear toe as needed with these additional blocks. You'll also find additional servo hardware as well.

    The XTM XT2 generally follows the typical layout of an 1/8 scale buggy, which means the fuel tank and tuned pipe are located on the left-hand side of the buggy. The XTM 247 engine is located at the left-rear of the chassis. The electronics boxes are found on the right-hand side of the vehicle, with a center differential housed at the chassis center. The underside of the buggy features countersunk screws, and plastic mud guards are fastened to the aluminum chassis as a measure to protect the components from debris.

    Front Bumper
    Suspension Pin Braces
    Suspension Assembly

    At the front of the XT2, you'll find the plastic nose piece. This item is rather unique, as the screws pass through it and are then covered by a shaped cover that presses into place over them. Once the cover is installed, the nose piece gives the illusion of being a single item, and hides the screws.

    To brace the bulkhead and differential assembly area, XTM uses 3mm aluminum braces. The lower 4mm thick suspension pins have a specially designed end that traps them behind the lower brace. The upper pins are actually long screws with locking nuts on their ends. The upper suspension brace facilitates the owner's ability to alter the vehicle's roll center, while the shock tower gives the upper end of the shock eight mountable positions to use.

    The lower rear suspension pin brace doesn't encounter as much stress as the front brace does. So XTM uses a thick plastic brace for this, and secures it directly to the bulkhead with button head screws. Just like the majority of the XT2, these screws use a hex head approach instead of Phillips heads. This increases the head's resistance to being stripped.

    Front Suspension
    Suspension Arms
    Suspension Components

    At the business end of the suspension arms, you'll find some serious hardware in the form of cast aluminum steering hubs. These hubs house a pair of 8x16x5mm bearings, which allow the 8mm axle stub to spin freely inside it. Then the 4.5mm CVD axle shaft connects from the stub to the differential. A 17mm hex adapter uses a typical 1/8 scale axle and pin approach to keep the hex adapter spinning the wheel and tire.

    The lower suspension arm is built beefy, and gives the lower end of the shock two possible configurations to choose from. A c-hub connects the steering hub to the suspension arms. Long screws and locking nuts keep the c-hub connected to the suspension arms, while another pair of screws positions the steering hub in the c-hub. Brass bushings in the c-hub allow the steering assembly to pivot smoothly, and help to prevent the owner from over-tightening the screws. The upper suspension arms use a turnbuckle to allow adjustability of the vehicle's camber angle.

    Bulkhead
    Differential
    Inside The Housing

    The XT2's bulkheads split into front and rear halves which securely hold the differential in place while it transfers the power to the wheels. The differential case is held together by four screws, keeping the drive gears free of dirt and debris.

    Once you separate the case halves, you can start to get a good look inside of the unit. Bearings are standard fair on 1/8 scale buggies, and so the XT2 uses 8x16x5mm bearings for the differentials. The differentials utilize brass shims to properly position the differential against the pinion.

    Pinion
    Differential
    Inside The Differential

    Once the differential is removed from the housing you can catch a good glimpse of the pinion gear. Both it and the ring gear are greased well to avoid premature wear. The pinion gear's shaft also rides on a pair of 8x16x5mm bearings just like the differential does.

    The differential itself appears to be a standard 1/8 differential at first glance. However, after separating the cup from the ring gear 1/8 scale veterans should easily notice the differential uses a sun and planet gear approach. This is in stark contrast to the normally found spider gear approach normally used in the 1/8 scale genre. Aluminum braces reinforce the shafts for the planet gears, but I still have to wonder about the effectiveness of the approach XTM uses over the long term. Spider gears have become the normalcy for 1/8 scale buggies due to their durable construction, and I feel the sun and planet approach is a step backwards.

    Steering Assembly
    Adjustible Ackerman
    Steering Servo

    The steering assembly for the XTM XT2 uses proven 1/8 scale technology. A black anodized 3mm thick draglink connects the two pivot arms which pivot on bearings. The right-hand post has a built-in servo saver which is in line with typical 1/8 scale setups.

    The aluminum draglink has multiple points for the steering linkage to connect to, as this feature allows you to tailor the vehicle's Ackerman angle. To get the XT2's wheels pointed in the right direction, and keep them there, XTM uses a Cirrus metal gear servo. The CS704MG servo provides you with a whopping 195 oz/in of torque at 6.0 volts. Way to go XTM!

    Center Differential Brace
    Brake Disks
    Center Differential

    The center differential is held onto the chassis by a pair of braces that split horizontally through their middle. This split allows you to easily pull the top half of the assembly off to remove the differential for maintenance. The braces are plastic, and are braced from above by a 3mm thick section of anodized aluminum. The differential braces assembly also supports the stainless steel brake calipers and the fiber pads that separate them from the brake disk.

    The brake disks are also stainless steel, and keyed to match the output shaft of the center differential. The disks are cross-drilled to allow the disks to stay cooler and keep brake fade at bay.

    The center differential is very similar to the front and rear differentials in its construction. The noticeable difference between the two is the steel spur gear, which takes the place of the ring gear. Inside the differential you again find a liberal amount of grease. The differentials rely on the design of the cup to hold the grease in, and are not sealed with a traditional rubber o-ring style seal.

    Driveshaft
    Shocks
    Wheels and Tires

    While the front axles use a CVD-approach, the front and rear driveshafts are standard dogbone-style shafts. These shafts have a thickness of 4.5mm at their center, making them more than capable of handling the power sent to the front and rear of the buggy.

    The XT2's shocks are familiar looking units, as this basic design has been used on several of the vehicles in their lineup. The bodies feature aluminum construction, with threaded preload spacers. Both the upper and lower caps are made of aluminum as well, while a 3.5mm stainless steel shaft stretches down to the lower end of the shock.

    The tires on the XTM XT2 arrive installed on a set of white dish wheels. The tires use foam inserts, but do not arrive pre-glued. So be aware that you'll need to complete this step before you run the XT2 for the first time. The tire's rubber compound is what I'd consider a medium compound, trying to maintain a balance of grip with a decent lifespan. The block-style tread pattern will be more at home on tracks with damp loose soil.

    Wing Mount
    Rear Suspension
    Rear Axle

    The rear shock tower is nearly the same tower that is used at the front of the buggy. This means is also allows the owner a large range of possible shock adjustments as well, eight to be exact. This is one more than you'll find at the front. The rear suspension arm actually provides four possible mounting locations though, which is an increase over what the front offers. A rear wing mounting assembly stretches back from the rear shock tower to support the rear wing. The angle of the mount is adjustable, allowing you to select the amount of downforce you wish to have.

    The rear suspension uses a standard rear axle carrier approach. The upper link is adjustable, via a turnbuckle, allowing you to easily adjust the rear camber angle. In addition to that, the upper link is given the ability to have multiple positions to alter the rear roll center as well. This holds true for both ends of the upper link, both at the shock tower and at the axle carrier.

    At the point where the lower end of the axle carrier is held onto the suspension arm, XTM provides you with the means to adjust the vehicle's wheelbase. You can adjust the wheelbase by 6mm, all you need to do is to position the spacer in front or behind the carrier as appropriate. Unlike the front of the buggy, XTM also equips the rear with an adjustable sway bar.

    Stainless steel dogbone axles transfer the power from the differential to the axle carriers at the rear of the buggy. The 8mm axle stub spins easily inside a pair of 8x16x5mm bearings, which are housed in the carrier.

    Motor
    Carburetor
    Pullstart

    The XTM XT2 is powered by a motor that has quite a history. The XTM 247 motor is familiar to many in the monster truck world, as it has often been a powerful choice for many when seeking a replacement for their stock motor. This motor also became a favorite of many T-Maxx owners seeking to make the move to big block power. So powering the XT2 with one of the best motors XTM has at its disposal was a no-brainer.

    The motor is installed on a pair of motor mounts that use both a cast and anodized aluminum section. The end result is a mount that allows you to easily remove the motor without altering the gap between the clutch bell and spur gears. I'm a big fan of this approach, as I feel that routine maintenance shouldn't force you to have to reset the gap. This also makes truck maintenance much more forgiving for the newcomer to the hobby as well.

    To handle the exhaust duties, XTM uses a two-piece pipe and header joined by a silicone coupler. The header is securely fastened to the motor by a standard header spring, which allows the header to flex and move some if the buggy would take a hard hit.

    Up front, an aluminum-bodied slide carburetor regulates and controls the amount of fuel and air entering the big block powerplant, and keeps it running smoothly. The carburetor has both a high and low speed adjustment, as well as an idle screw. The use of a slide carburetor instead of a rotary mechanism allows the incoming air to have a much smoother passage to travel through. This helps to maximize the low end torque provided by the XTM 247 motor.

    The rear of the motor showcases the silicone exhaust gasket that's used to seal the header to the engine block. Just below that, you'll find the pullstart housing that allows you to get the motor fired up. If starter boxes are more to your liking, the XT2's chassis has a cutout that will facilitate that option as well.

    Clutch Shoes
    Cooling Head
    Engine Block

    A motor such as the XTM 247 needs a strong clutch system to get the power from the crankshaft and flywheel to the clutch bell. So XTM uses a triple-shoe set of composites clutch shoes. Each shoe has its own spring, as this is typical with most big block style setups. The shoes are installed using a leading edge orientation, providing the clutch with the most grip possible for instantaneous torque!

    The motor's head uses a two-piece design that separates the glow plug from the actual anodized head. The separate head button makes replacement of itself easy should the need arise due to stripped threads. The blue anodized nine-fin head does an excellent job of keeping the motor cool and dissipating heat. At the top of the head, you find marking that designate the motor as a XTM 247.

    The aluminum engine block is cast, and the inside machined with ports that match the sleeve very well. After all, with an engine being nothing more than a giant air pump, a manufacturer needs to provide a smooth path for the air to use if they want optimum power. The XTM 247 provides this very well. The block and sleeve are indexed to keep the sleeve properly oriented when it's reinserted, should the owner remove it for inspection.

    Crankshaft
    Piston and Sleeve
    Fuel Tank

    The 247 is a very well built motor, especially considering it's a box stock powerplant. In addition to all of the features it offers, even items such as crankshaft porting has been taken advantage of. Turbo cuts in the crankshaft help to optimize the mixture of the incoming air and fuel.

    The engine's piston and sleeve are manufactured using true ABC construction, giving the buggy's owner the best lifespan and compression possible. The piston's sleeve has a cutaway in the skirt to allow it to clear the flywheel, and the connecting rod is knife-edged and rotates on brass bushings. The sleeve is ported to provide the most power possible with the ports cut into the engine block.

    A motor like the XTM 247 needs an ample supply of fuel, and XTM understands this. So they equipped the XT2 with a 125cc fuel tank to keep the motor from getting thirsty. A spring-loaded lid allow you to quickly open and shut the tank, while a plastic splash guard keeps any split fuel from getting onto any of the vehicle's other components.

    Throttle Servo
    Chassis Braces
    Battery Box

    Handling the throttle duties for the XTM 247, as well as controlling the brakes, is a Hitec HS-311 servo. This servo offers 51 oz-in of torque with a transit speed of .15 seconds at 6.0 volts. While a stronger and faster servo will obviously improve the capabilities of the XT2, the stock servo should prove itself capable to many owners. To prevent a runaway scenario, should the power to the receiver become interrupted, XTM also equips the XT2 with a throttle return spring.

    XTM knew the XT2 buggy would encounter some rough treatment out on the track and bashing grounds it would be driven on. So with that in mind they equipped it with super thick 5mm chassis braces. These braces run from the front and rear shock towers to the main 3mm thick chassis. They add the extra strength owners expect, as well as keeping the chassis rigid and flex-free.

    The XT2 has a seriously roomy battery box that's mounted at an angle instead of parallel to the chassis plate. The box hinges open, after the body clip is removed, and provides you with enough room to house a flat 6-cell pack if you have the desire or need.

    Receiver Box
    Inside the Receiver Box
    Receiver

    Directly in front of the battery box is the receiver box. The receiver box is held securely tight via button head screws and features an aluminum antenna tube mount. Inside the box you'll find the two-channel AM Hitec receiver. It's wrapped in foam padding, keeping it safe and secure from bumps and impacts.

    Between the battery box and the receiver box is a power switch, allowing you to easily flip the onboard electronics on and off. The switch is protected by a silicone cover, which helps to keep the dirt and dust away from the moving parts of the switch.

    Radio
    Power Switch
    Trim Adjustments

    The included radio is also provided by Hitec. The Aggressor model AM radio offers a fair set of features while maintaining the ability of XTM to keep the price low. The steering wheel is equipped with a foam pad to help keep your fingers on the wheel, while a rubber grip on the rear of the handle helps keep the radio still even when your palms are hot and sweaty.

    Up at the front of the radio you'll find a pair of analog trim knobs to adjust the steering and throttle channels, while a dual-rate adjustment wheel is positioned at the top of the handle. The positioning of the dual-rate knob makes it a breeze to quickly adjust on the fly. Battery level indicators near the trim adjustment knobs keep you informed of the state of the batteries that power the radio.

    The back of the radio is home to both the power switch and the charging jack. In addition, should you find the need to swap frequency crystals; you can easily do that from the back of the radio as well.


    Air Filter
    Receiver Antenna
    Antenna Tube

    With the XT2's components examined, it was now time for me to get the vehicle ready for the dirt. The first, and probably most important step, is to oil the air filter element. Most RTR (Ready to Run) vehicles have a pre-oiled filter, but the XT2 does not. So you'll want to make sure you don't overlook this important step.

    First, remove the foam filter element, and then apply several drops all around the outside edges of the filter. Knead the filter between your fingers to evenly disperse it throughout the foam element. Squeeze any excess filter oil out, and you should be left with a foam filter that is completely colored the same color as your filter oil, and slightly tacky to the touch. Once it's ready, reinstall the element onto the air filter housing.

    Next, extend the receiver's antenna wire and run it through the antenna tube mount. Then thread the wire through the supplied tube. I found it easy to get the wire through the tube, but should you encounter any difficulty sprinkling a little baby powder on the wire will help. You could also place a few drops of bearing oil in the tube as another option. When the antenna wire is pushed through the tube, slide it into place on the aluminum mount found on the receiver box's lid. Tighten the aluminum cap so that the tube is held securely in place.

    Antenna Cap
    Receiver Pack
    Tank Handle

    To protect the wire, and to keep the antenna fully extended, I grabbed a Dubro antenna cap (part #2342). The cap presses onto the end of the tube, and the price is right at about $0.50. So it didn't really bother me that XTM didn't supply one with the tube.

    The XTM XT2 does have an AA battery holder to assist you in powering the receiver. However, I chose to grab a receiver pack instead. A receiver pack is rechargeable, which saves you money over the long haul. In addition, a good receiver pack is a much more consistent source of power throughout several tanks than AA batteries often are. The hump-style receiver pack simply dropped into place, although I could have used a five-cell flat pack if I wished. After routing the lead from the power switch to the battery compartment, I used a homemade adapter to connect the receiver pack to the plug on the XT2's on/off switch.

    To facilitate easy refueling, I used a ziptie and a small section of fuel tubing. The end result is a nice little handle for the fuel tank that makes opening the lid extremely easy with the body installed. This is an old racer's trick, but works well for anyone running an 1/8 scale buggy like the XT2.

    Glue Tires
    Body and Wing
    Installed Body

    Another item that many RTR vehicles have already completed for you is the gluing of the tires. However, XTM chose to leave the tires on their buggy unglued. This may be a benefit or a drawback depending upon how you look at it. While it will be necessary to glue the tires to the wheels on the XT2, at least you do get the option of easily replacing the tires with something you may find more suitable. For this review, I felt the stock tires would give the fairest view of the platform when compared against other box-stock buggies.

    To glue the tires to the wheels, I enlisted the help of some Super Thin Zap CA. Super Thin CA gets in between the tire and the wheel better than the thicker CA glues, and the optional micro-dropper tips for the Zap CA glue make gluing the tires simple, easy, and as mess-free as it can get. I run a bead of glue between the tire and wheel and, then once it dries, I follow it up with a bead of glue to further seal the seam. Then I glue the other side of the tire once the CA dries. The super-thin Zap CA dries fast, so the whole process moves along quickly.

    Don't forget to install eight AA batteries into the radio as you work your way through the preparation process. Finally, the last step of preparation is to apply any decals to the body and wing that you may wish to see used. Once that's done, install the body onto the buggy and head off to go break-in the motor!


    After I had taken care of the prep work, I was ready for some 1/8 scale off-road action. So I headed to the backyard eager to break-in the XTM XT2. With a charged Dubro glow igniter ready, I fueled the XT2's tank up with some O'Donnell 30% racing fuel and proceeded to fire the XTM 247 engine. It only took a few tugs on the cord and the XT2 was pulling away under a blubbery rich condition.

    I ran the buggy back and forth some to get it warmed up and then soon brought it back in for a quick adjustment. It was still running excessively rough and rich while I was on the throttle, so I leaned the high speed needle slightly. That tamed the motor's temperament a little, and helped it run a little smoother. The settings were still on the rich side, but you do still want to be on the rich side throughout the break-in process.

    I stepped through a full heat-cycle break-in procedure, and soon had break-in completed and behind me. At that point I brought the XTM XT2 back to me and proceeded to lean the needles out so that the performance level would be at a more optimum state. It didn't take me long to have the XT2 ripping around the backyard. Just as with my other XTM 247 engine experiences, the motor was very easy to tune and delivered vast amounts of torque when the sweet spot is hit.

    I powered the XT2 back and forth around the backyard, trying to get used to the buggy's behavior characteristics some. However the real test was a few days off, as the XTM XT2 was destined to hit the local off-road track. The jumps and dirt found there would give the buggy a good workout, no matter whether you wanted to see its behavior as a basher or a track terror.

    Soon after the break-in session I arrived at my local off-road track, Monkey Bottom Raceway. Hot doesn't even describe the conditions, as the heat index had the temperatures for the day pushed up over 100°. Then, with this being North Carolina, the humidity added to the stifling feeling and soon forced your body to sweat as if you were running the Boston Marathon. The conditions would push the buggy's engine to its limits, as days like this often make it tough to tune a nitro motor, let alone get optimum power out of it.

    I soon had the motor fired up, as it started as easily as it had during the break-in session. I tweaked the needles slightly and the XT2 ripped away in a plume of dry midsummer's dust. Despite the conditions, the motor seemed to be performing well and continued to do so throughout the day. The dusty conditions did force to change the air filter element several times with some clean oiled ones I had brought along for the ride. Other than that however, the XTM 247 needed no attention at all the rest of the day.

    If I had to sum the XTM XT2 up in one word, that word would simply be "powerful". You would think that a motor like the XTM 247, with it's gobs of torque, would feeling overly lacking on top end speed. However, the motor performed well at the track topping out just before you had to apply the brakes at the straight-away's end. If you would need more speed, a simple clutch bell change would easily provide it. One shouldn't fear losing any torque, as the 247 simply has plenty to spare.

    I had known, upon my arrival, that the XT2's tires would likely be the weaker aspect of this buggy given the conditions. The wider knob pattern simply wasn't ideal for the dry hard-packed track. However if the track was moist or had more loose cover on it, the kit tires would have fared much better. This resulted in the powerful XTM XT2 being quite a handful to maneuver around the track, although it kept things interesting at the same time!

    After making many laps, and refueling the tank a few times, one thing became very obvious. This was the fact that the XTM XT2 loved to hit the jumps. It was very easy to hit the first double and clear it with ease, even though you had to go easy on the throttle to avoid overpowering the wheels. With the XT2's willingness to perform, I even found it tough to force myself to hold back and set myself up for a run down the backside of the second jump. The XT2 just simply wanted to force you to air itself out, and land way past the entire pair of jumps.

    The same can be said for the triple as well. Even with a medium-sized run to the first jump, the XT2 could carry plenty of speed and land beyond the third jump. I found that the banking on the corner allowed the XT2 to maintain better traction throughout this section of the track, allowing me to increase my speed towards the triple to accomplish this. This really allowed me to get a good run with the buggy and showcase it's willingness to fly!

    Running the XT2 around the track really made the buggy show how much it liked to take to the air. However, it fared well throughout the other areas of the track as well. After making a ride height adjustment, the buggy started to corner well considering that the tires simply didn't have a lot of bite. Then I brought it back in and set the shocks up to a more vertical position which helped a little more. At this point, the weight transfer seemed to help the tires bite a little harder than before, and soon I was able to take even better runs at the jumps on the track.

    The changes even helped through the corners where there weren't any jumps as well. I could carry more speed, and the buggy tended to stay much more composed through them than it had when I started out. Even driving through the rhythm section seemed to upset the buggy less, as the more vertical orientation of the shocks helped keep the tires planted better than they had before.

    When it came to handling, I especially enjoyed the chicane on the track. 1/8 scale buggies are fun to runt through this section as the split braking makes it easy to cut a sharp line. I had to make a few adjustments to the brakes to get the XT2 handling like I wanted it to through this section, as the front brakes grabbed too hard with their out of the box setting. However once I backed the front brakes off, the back end would pivot nicely as I moved my finger back on the throttle and plowed away from the tight turns.

    As the day drew to a close, I could only say I had one minor issue with the XTM XT2. That was the pipe mount wire breaking when I botched a landing. The pipe popped off when this happened, and I was instantly greeted with a raspy loud motor that overpowered any other sound in the area. However, I quickly had another pipe hanger installed onto the chassis and headed back to the track to continue the fun!

    As a final test, I took the buggy and run it down the straightaway several times to get a good top speed reading. The XTM XT2 topped out the radar gun at 44MPH, however the hot and humid conditions undoubtedly held the engine back slightly from its full potential. Regardless, the small performance hit certainly wasn't noticed by me on the track without the radar gun, as the XT2 had more than enough power to get the job done lap after lap.

























    See the XTM XT2 in action!
    Resolution:  Low  Medium  High


    In the end, the XTM XT2 is one extremely powerful buggy that's targeted at both bashers and entry-level racers. If you're looking for a good buggy to start off with, the XT2 should definitely be one buggy you should consider purchasing. The combination of the tough rigidly braced chassis and a powerful easy to tune motor is a hard one to beat.

    Some novices may be intimidated by the pullstart, so a rotary starter on the buggy would have helped in that aspect. For entry-level vehicles like this, the use of an easier starting method is gaining lots of favorability. It's easy to understand why a newcomer to the hobby would prefer to not have to fool with a pullstart. I'd also like to see the differentials make a switch to a more common 1/8 scale spider gear setup. In the long run, I think that would pan out with more tuning options available, as well as the ability of the differential to withstand more of the abuse the driveline will experience over time.

    All in all, driving the XTM XT2 has been a blast. Trying to tame a powerful motor on a dry and dusty track can always prove to be fun and challenging. Bashers will like the extra power at their fingertips, while the racers will like the tuning options available. This is one buggy that's at home no matter where you place it!


    XTM Racing
    Distributed Exclusively By
    Global Hobby Distributors
    18480 Bandilier Circle
    Fountain Valley, CA 92708 USA
    Phone: (714) 963-0329
    Fax: (714) 964-6236
    Website: xtm.globalhobby.com

    Dubro, Inc.
    480 Bonner Road
    Wauconda, IL 60084 USA
    Phone: (732) 635-1600
    Website: www.dubro.com
    Products used: Antenna Cap, Fuel Bottle, Fuel Filter, Glow Igniter

    Duratrax
    Distributed Exclusively By
    Great Planes Model Distributors
    P.O. Box 9021
    Champaign, IL 61826-9021 USA
    Phone: (800) 637-6050
    Website: www.duratrax.com
    Products used: Air Filter Oil

    Frank Tiano Enterprises
    3607 Ventura Drive E.
    Lakeland, Florida 33811 USA
    Phone: (863) 607-6611
    Fax: (863) 607-6602
    Website: www.franktiano.com
    Products used: Zap Super Thin CA Glue

    Hobbico
    Distributed Exclusively By
    Great Planes Model Distributors
    P.O. Box 9021
    Champaign, IL 61826-9021 USA
    Phone: (800) 637-6050
    Website: www.hobbico.com
    Products used: After Run Oil

    O'Donnell
    Distributed Exclusively By
    Great Planes Model Distributors
    P.O. Box 9021
    Champaign, IL 61826-9021 USA
    Phone: (800) 637-7660
    Website: www.odonnellracing.com
    Products used: 30% Racing Fuel

    Venom Racing
    10312 N. Taryne St.
    Hayden, ID 83835 USA
    Phone: (800) 705-0620
    Fax: (800) 705-6021
    Website: www.venom-racing.com
    Products used: 5-Cell 1200Mah NiMH Receiver Pack

    Comments on RCU Review: XTM Racing XT2

    Posted by: FoShizzle on 01/05/2008
    Good work
    Posted by: adimeglio on 03/28/2008

    Posted by: adimeglio on 03/28/2008
    very good buggy have a lot of fun with it and not a bad price ether
    Posted by: gritsandeggs on 12/30/2011
    I have had the XT2 for a year now and nothing major has failed. It is a lot of fun and holds up well under extreme conditions.
    Page: 1
    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.

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