philippe27

Team Durango DNX408 Buggy/Truggy

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Un futur best-seller à n'en pas douter, tout comme le DEX410 .

Dès que j'ai plus d'informations , je vous préviens .

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Un futur best-seller à n'en pas douter, tout comme le DEX410 .

Dès que j'ai plus d'informations , je vous préviens .

c'est sur!!! meme finition que le DEX 410, la qualité est au RDV.

la voiture est vraiment belle, c'est le grand frère!!!!! :applo:

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Some of the STANDARD features of the DNX408 only from Team Durango

* 5mm thick hard anodised chassis & one of the narrowest, if not the narrowest on the market

* Hard anodised alloy bulkheads front & rear (colour shown is pre-production; production will be hard anodised)

* Gearbox cases front & rear are moulded & separate from the load bearing bulkheads; this gives minimal flex, best bearing alignment, best dirt shielding & easy removal of whole diff & CVD, just like the DEX410

* 15mm bore alloy shocks, PTFE coated ultra smooth & threaded. Alloy caps, alloy cartridge bottom & polished shock shafts; shocks are everything, so these are quality throughout

* 5mm hard anodised shock towers front & rear, as standard

* Forward mounted engine (20mm further forward than some leading race buggies) this gives ideal weight distribution & room for everything to be mounted as low as possible. The RX pack goes under the rear CVD, which is another Team Durango first

* One piece CNC machined engine mount with gold anodised memory plate is standard in the kit & is designed for maximum engine performance & easy maintenance with a marked-up chassis for easier engine alignment

* Rear of the car has maximum ground clearance for smoothest landings so you can get the power down faster

* Radio tray is mounted into the chassis to get centre of gravity as low as possible, but still only 5 screws to slide it out for easy maintenance

* Lowest possible centre of gravity the servos and RX battery are laid down & mounted into the chassis. Engine & tank are also mounted as low as possible

* Top quality, hard anodised suspension holders as standard front & rear with full range of precision moulded inserts for geometry changes

* Angled down stop screws ensure maximum solidity & consistency, without adding weight

* Lightened transmission parts are used throughout as standard

* In board & out board CVD joints front & rear protected with rubber CVD boots

* Centre mounted fuel tank inlet for easy access in any pit lane, with dirt guard as standard

* Super low body to ensure maximum flow over the adjustable rear wing, while the rear wing sits low to again minimise CofG, while oversized end plates (ROAR legal) ensure stability & protect the engine head in crashes

* We have built & tested all the leading cars & our plastics fit, finish & durability is second to none & better than many

* Body, air filter, cultch, once piece CNC engine mount & wheels all included in the kit

The public buying price (street price) for this revolutionary & top quality car is US$699 or 457Euros or 417UK pounds (this price excluded local sales taxes).

Considering the spec of the car out-of-the-box; alloy suspension holders, alloy bulkheads, 5mm shock towers & 5mm chassis all hard anodised, plus black/gold alloy CNC engine mount, lightened transmission; this is a very fair price, something we have worked very hard on.

Check out some of the details of the pre-production car below….

The DNX408 CHASSIS is a work of art, 5mm of the finest aircraft alloy hard anodised & machined away to minimise weight, but also to give the DNX408 class-leading centre of gravity, with almost all the hardware sunk down into it. Minimal rear overhand means the smoothest of landings over a wider range of jumps

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Close ups of DNX408 BRAKE SYSTEM pioneered by Team Durango in its test mules. Super solid for the best action, feel, consistancy & durability

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Details of the STEERING, angled-up at the same angle as the kickup to remove bump steer, while the ackerman link moves under the CVD.

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The DNX408 rear-end design is all about low weight, keeping weight forward, putting the wing over the rear wheels and giving the most ground clearance.

The 408 will probably be the lightest car on the market, this is thanks to many design considerations, but it is easy to see the thinking on the rear-end of the car; minimalistic gearbox case, slender but tough bulkheads and the smallest rear overhang of any car.

We wanted the shocks of the DNX408 to be ahead of the axle, for better weight distribution, better wheel control over bumps/landings and for better protection when the going gets tough; the benefits are just too big to ignore.

However, one possible down side of this forward shock layout is heat soak from the exhaust header on the left rear shock, so we set about removing this problem. Firstly our tests showed that the effect is minimal, but something worth fixing and here is how we did it. After many handmade test cars, we settled on an engine forward position for the best possible weight distribution, it is also only 1mm off being the most centrally mounted engine of the cars on the market today. So, our engine and its exhaust header are the furthest forward and the most in-board of any current car, taking it well away from the left rear shock.

Problem solved! …well pretty much, but we carried on.

The DEX408 has the lowest bodyshell around – this has many benefits, like low centre of gravity, minimal frontal area to punch through the air (perhaps giving more run time or speed?) more air flow over the rear wing etc (so that too can be lower), but it also helps with heat management. The engine head in a DNX408 gets the most direct clean airflow of any car, plus the body is designed to direct as much air as possible over the bodyshell at the engine head, rather than through the body. The central engine and low bodyshell mean that all shock bodies are also in clean airflow. The DNX408s body is long and slim at the rear which encloses the exhaust header and insulates the left rear shock, while it is trimmed to help direct/suck hot air away from either rear shock. Still worried? …then foil tape will be available for inside the body.

Anyway, back to the rear suspension; well it has all the necessary toe-in, squat, top-link and shock position adjustments as standard. It has outdrive and CVD boots to minimise debris problems in the race and minimise maintenance between them. We also fitted shock guards to the suspension arms, which are probably also useful at helping rear grip on slippy tracks, you choose; either way the shocks are kept in good order by super flexi & durable shock boots.

Rear wing – it is as close to the rear wheels as possible, thanks to the forward shock position, this drives the down-force directly to the rear wheels. Too many wings on 1/8 buggies are way out back which means more wheelies than down-force and heavy supports to stop it getting snapped off.

More tuning options; on the DNX408 it is easy to switch the rear arms around (shocks out back) to change weight bias and range of wheelbase adjustment. This feature gives the widest range of wheelbase adjustment of any car. We doubt you will need this feature, but no harm in keeping options open.

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Finally – The standard one piece engine mount on the DNX408 is another “what, that comes standard?!?” moment; precision and convenience says it all

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So far for the DNX408 we have featured photos of the narrow 5mm chassis, the brakes, the leaned back steering, the spec and the price; we’ve also shown the rear suspension detail and the standard memory engine mount.

We have shown CAD based sneak peeks of the bodyshell and talked about its heat management design, we have also mentioned the chassis mounted radio tray and the car’s light weight. That’s lots of cool revolutionary stuff for a very fair price.

Well until we have more exciting photos to show you, like the body and radio tray etc, (which will take a while now) we thought we would reveal the front suspension and the ‘face’ of the DNX408.

By Durango standards the front suspension is pretty standard stuff, we can’t innovate every area of the car – so it’s solid, light weight, with a clean, no-risk design. The face of the DNX408, just like the body and wing, will be easily recognisable on the track.

The front end features all the necessary adjustments, plus hard anodised suspension holders, hard anodised bulkheads, 5mm hard anodised shock towers, outdrive and CVD boots and the 15mm bore PTFE coated shocks. Team Durango style down-stops keep the front of the chassis nice and narrow for best front ground clearance. When it comes to taking the gearbox and centre drive shaft out it should only take about six screws.

So, not too exciting today, but now there is a face to the DNX408 name.

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Our partner Team DUrango contacted PETITRC to present you some details of DNX408 body shell.

The DEX408 has the lowest bodyshell around – this has many benefits, like low centre of gravity, minimal frontal area to punch through the air (perhaps giving more run time or speed?) more air flow over the rear wing etc (so that too can be lower), but it also helps with heat management. The engine head in a DNX408 gets the most direct clean airflow of any car, plus the body is designed to direct as much air as possible over the bodyshell at the engine head, rather than through the body. The central engine and low bodyshell mean that all shock bodies are also in clean airflow. The DNX408s body is long and slim at the rear which encloses the exhaust header and insulates the left rear shock, while it is trimmed to help direct/suck hot air away from either rear shock.

Rear wing – it is as close to the rear wheels as possible, thanks to the forward shock position, this drives the down-force directly to the rear wheels. Too many wings on 1/8 buggies are way out back which means more wheelies than down-force.

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Aérofrein d'patron t'entends?

ya pas d'gros problème

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As you would expect from Team Durango, precision, quality and performance are the hallmarks of the DNX408.

1/8 scale nitro buggy racing makes the toughest demands of any RC car racing class, so Team Durango have designed a car that is as strong as it is fast!

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Excellence and Innovation as Standard

The 5mm thick hard anodised chassis is one of the narrowest, if not the narrowest on the market. Not only is the chassis hard anodised, it has been machined to minimise weight and give the DNX408 class-leading centre of gravity, with almost all the hardware sunk down into it.

Hard anodised alloy bulkheads front and rear keep the weight low and the car strong. Gearbox cases front and rear are moulded and are separate from the load-bearing bulkheads. This gives minimal flex, the best bearing alignment, dirt shielding and super-easy removal of whole differential and CVD, just like the DEX410.

PTFE coated ultra-smooth 15mm big-bore threaded alloy shocks feature alloy caps, an alloy cartridge bottom and polished shock shafts. Mounted on 5mm hard anodised shock towers, the shock absorbers on the DNX408 are as smooth as possible giving you the best 'feel' of your car as it soaks-up the roughest of tracks.

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The single-piece CNC machined engine mount with gold anodised memory plate is designed for maximum engine performance and easy maintenance with a marked-up chassis for perfect-every-time engine alignment.

In-board and out-board CVD joints front and rear, with rubber CVD boot protection, minimise debris problems in the race and maintenance between meetings.

The fuel tank inlet – complete with dirt guard - is centre-mounted for easy pit-lane access.

The gorgeous bodyshell, air filter, clutch, once piece CNC engine mount and wheels are all included in the kit, as standard.

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The DEX408 has the lowest bodyshell in its class – this has many benefits, like lowering the centre of gravity even more; and the minimal frontal area punches through the air allowing more air flow over the rear wing; it also helps with heat management.

The engine head in a DNX408 gets the most direct clean airflow of any car. The bodyshell is designed to direct as much air as possible over the bodyshell at the engine head, rather than through the body. The central engine and low bodyshell mean that all shock bodies are also in clean airflow.

The DNX408's body is long and slim at the rear which encloses the exhaust header and insulates the left rear shock, while it is trimmed to help direct/suck hot air away from either rear shock.

The super-low body ensures maximum flow over the adjustable rear wing, while the wing sits low to again minimise the C of G. The oversized end-plates (ROAR legal) not only ensure all-round stability, they help to protect the engine head in crashes.

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The forward-mounted engine (which is 20mm further forward than some of our competitors' race buggies) gives ideal weight distribution and room for everything to be mounted as low as possible in the super-strong yet incredibly lightweight chassis.

The steering is set at the same up-angle as the kickup to remove bump steer, while the Ackerman link moves under the front CVD.

The rear wing is as close to the rear wheels as possible, thanks to the forward shock position. This drives the down-force directly to the rear wheels. Too many wings on other 1/8 buggies are way out back which means more wheelies than down-force.

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DNX 408 Testing @ NEO 2010

After weeks of anticipation the Durango DNX408 broke cover for it’s first public outing at the NEO 2010 event.

With the car 95% production ready, only the radio tray was still a prototype part with the production part being just too late to make the event.

With some late nights and early mornings behind the Team Durango crew, Gerd, Hupo, Adam and Mirko made their way to the venue on Thursday ready for the gruelling 4 day event.

After a brief get together and check over each other’s cars it was off to Telford for some fast food finery before the important buisness began.

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The Event

The hype about the car was massive and within minutes of the cars being on the table in the pitting area, cameras were flashing and questions being asked about the hottest car in pit lane. With a clean sheet of set-up paper the team worked through some basic set-ups improving the car in each run to quickly narrow down a good starting point. With a base setup to start from each driver then turned to tuning the car to their driving style and the lap times dropped as the drivers got used to their cars. The car’s balance was good from the off and it’s poise in the air was there for all to see, it’s durabilty on the tough Neo track was also shown as practice day went by without any issues.

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Qualifying went well for the team with Hupo making the 1/4 final, Adam making the 1/8th final, Gerd making the 1/32 final and Mirko making the 1/256 final.

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The finals themselves didn’t go to plan. Mirko broke while leading his final after coming down hard on a trackmarking peg, Gerd was unsighted on the rostrum and broke before his final started, Adam whilst in 3rd in his 1/4 final got hit from the side cutting his fuel line and Hupo’s engine ran out of tune in his 1/4 final causing him to retire early.

Despite the bad run of luck in the finals the team were still very happy with the car’s performance throughout the event. With more tuning options like springs, pistons and roll bars to come, the performance level of the car will only get better. The durabilty of the platform over the event was excellent and with the small improvements already logged down to be completed before the next stage of testing the team are confident of the car being the ‘one to watch’ over the next year.

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Salut a tous , a en voir les premiers resultats , cette auto est tres prometteuse !!! Hupo viens de gagner une manche du championnat Allemand avec ...

La version définitive ne devrait pas tarder a en voir les dernieres photos mais qui connait la date !!!!!!!!!!!

J'ai entendu parler de 4 semaines

Quelqu'un en sait 'il un peu plus ??

Je la veut !!!!!!

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DNX408 – track testing update

Team Durango’s commitment to creating the best engineered and performing racing cars continued this weekend when the DNX408 was, once again, put through its paces by Team Durango drivers Hupo Honigl and Martin Achter.

The testing period for any new car is intense, but for the DNX408 it has been especially so. Because there are so many 1/8 nitro buggies available for the RC racer to choose from, Team Durango want to ensure that when we release our 1/8 nitro buggy into an already crowded class, we do so with a leading-edge car that is as strong and reliable as it is innovative.

Team Durango’s philosophy of only releasing a car when we are 100% happy with it means that we have to test, re-test and test again. If more testing is required, we do it. We are serious about racing and we are very serious about pre-production testing.

Hupo sent us this report from the race:

“A lot good drivers attended the race at Bischofscheim: Neumann, Drescher, Ronnefalk, Svenson, Reckward, as well as many top German drivers.

Gerd made some subtle changes to a couple of parts and all I can say is that they work awesome!

In the first practice run the car felt already pretty good, but the shocks were too soft and also the diffoils were too soft. I changed from 5k-5k-2k to 10k-10k-2k and changed the shockoil to 10 harder in the front and 5 harder in the rear. This helped a lot.

In qualifying I experimented with the front suspension link positions – in the end the car was really good, and I was right on pace. I finished 4th – 4th – 3rd – 2nd – 1st, and ended up 3rd overall.

In the semi I had a pretty hard battle with Neumann – about 3 mins before the end I was in the lead, but then a lapped driver took me out which cost me about 6 seconds. I missed TQ by 4 seconds.

For the final I went from M2 compound (medium) to XTR (hard) I was 100% sure that would be better because the weather was quite warm and the track was very hard-packed. At the beginning of the final I took it easy, waiting for the tyres to start working – but unfortunatly they never really got better – so I started to push a little harder. By this time I was in 2nd, but the gap was already pretty big to Jörn.

I pushed the car harder and it handled very well and I got a little closer to Jörn. At about 5 minutes before the end, I was only 2 corners away from him, but then another backmarker hit me, and Jörn was gone.

Well done to Jörn who won the race. I finished 2nd with Reckward 3rd.

Martin Achter did a great job for Team Durango, and he also made it to the main final – but he had an issue with his cluch early in the run.

With a little more experience and fine-tuning the car got even better, and I felt very comfortable with it! I really like this car and I am sure other RC racers will love.

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Team Durango DNX408 ready for the 1/8 World Championships in Pattaya

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Even before the 1/8 Team Durango Worlds team went to the World Championship track in Pattaya, Thailand, in October, we knew that the track was HARD.

It is not only a hard track to drive, it is a HARD track on cars. We knew from seeing how other teams’ cars suffered at the warm-up race that the chassis in particular came in for some real punishment. During our tests in October, Ryan Lutz, Hupo Honigl and Gerd Strenge were able to confirm quite how punishing the Pattaya track surface was.

Since he returned from Pattaya three weeks ago, Gerd has been working night and day on a solution to protect the chassis from the super-hard track surface and mega-high jumps. The 7075 hardened aluminium chassis, which comes as standard on the DNX408, withstood the punishment the track gave it really well, but Gerd wanted to give the chassis even more resilience.

From these photos you can what Gerd has done. Using his engineering expertise, Gerd has taken a standard DNX408 chassis and steel to make front and rear skid plates. What is special about Gerd’s work is that he has managed to bend the skid-plate around the front kick-up of the chassis and make the rear skid-plate cover the full width of the rear of the chassis. Gerd milled the underside of the top chassis layer and then, inset skid-plates for the front and rear of the car. This means that the hardened skid-plates sit perfectly flush to the bottom of the chassis. So, when the Pattaya track eats-away at the skid-plates, Gerd can simply replace them for new skid-plates.

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We look forward to seeing how well this works when the World Championships start on November 8th. At the moment there are no plans to put this ’skid-plate special’ chassis into production. Of course, if there is enough demand, Team Durango will listen to what our drivers want and we may offer it as an option part in the future.

Team Durango would like to wish all competitors at this year’s World Championships the best of luck.

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On its first major outing as production spec, the DNX408 proved it had the raw pace and toughness to win the world title. Only bad luck with none chassis related issues put the cars out early.

Everyone has reasons why they did not make it to the main final, but few can say they topped the lap times 3 rounds out of 6. Few can say they had this pace when the track was slick and also later when it started to rough up. Few can claim a top two finish for a round at a world champs when taking it easy. Few can claim zero car related DNF’s for the whole week. Ryan Lutz driving the all new Team Durango DNX408 for only the third time, can make that claim.

Many people wrote Lutz off before the event, saying things like “it’s too close to the worlds to change car”, but Ryan’s raw talent and the raw pace of the new Durango car were plain to see. For example – Ryan set the third fastest lap time for the whole finals Sunday, only beaten by Tebo and King, not bad for an early morning run.

Durango would like to congratulate everyone who made the final at the toughest RC race ever and especially Cody for an awesome drive by a true Champion. We hope to be there next time round.

The DNX408 is leaving the factory now and is expected to be in the shops, around the world, on the 29th of November.

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There were seven DNX408’s at the IFMAR worlds, two factory drivers (Ryan and Hupo), Gerd the man behind Durango and four lucky customers. On this car killer track we had ZERO chassis related “did not finish’s” which is something we are very proud of. Everyone loved the way the car handled (safe but quick) and were surprised how much punishment it could take.

Ryan Lutz was always on the pace with the production DNX408 – “Having set the fastest lap in both of the qualifiers yesterday, Lutz again was the quickest man over a single lap but this time he backed it up with a good 10-minute pace.” (placing second overall in the round behind Tebo) “….he ran as conservative as he possibly could and that while it goes against his natural driving instinct it is really the only way to post a competitive time around this track.”

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Team Durango truggy – it’s official DNX408T project is go.

There has been much speculation if we will make a truggy version of the DNX408, but now it’s official, we will. The demand from the racers out there meant that we had no choice.

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Les premiers DNX408 sont arrivés en France depuis cet après midi

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We have sold out of the first and second batches of DNX408’s.

Sorry, but the ‘408’s that are out there out with distributors and on there way to shops now (1st batch) plus what’s soon to be out there (later in December, 2nd batch) is all that we are likely to be able to get until March.

We tried our best for this not to happen - We got forecasts in advance off all the distributors world wide, which is based on what they expected their market needed from seeing our pre-release photos. In most cases the distributors estimate high to make sure they get what they need and to hold some in stock.

Durango then ordered based on that total, plus some for stock for the first batch – but with the pace the car showed at the WC they were SOLD OUT before even being packed. Before going to Pattaya we gambled on ordering a second batch (same quantity) for holding in stock, that batch is SOLD OUT as well.

The bottom line is that Durango is sold out of the DNX408 until around March, so if you want a DNX408 you’ll have to reserve one of the ones that’s out there or soon to be out there with the shops and distributors that trusted in Team Durango.

Team Durango

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DNX408 – Clarification

Yesterdays ’sold out’ announcement was not clear enough, we would like to clarify.

Only Team Durango has sold out of the DNX408.

The shops and distributors are NOT sold out.

Distributors and shops are now getting the DNX408 kits they ordered from the first batch.

We do not know how long this stock will last, please contact your local hobby shop or distributor.

The next (2nd) batch will arrive at distributors and shops around late December.

We do not know how long this stock will last, please contact your local hobby shop or distributor.

Spares supply for the DNX408 is not affected.

All important spares shipped with the kits and are out there, plus we have plenty in more stock to support the cars.

The none critical spares and most popular options are arriving now, again in big numbers to fully support the cars out there.

In short – we have loads of spares,

its only the kit supply that is effected.

Team Durango is a race company run by racers, we know how important spares supply is, so we made plenty of spares to support the cars.

Future supply

Right now the next batch of kits is due in March (because some items have long lead time), but individual spares can be topped up at much shorter notice, but as mentioned above we have lots in stock already.

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