Monthly Archives: December 2013

TRF Suspension Arm Weight

Comparison of old and new suspension arms weights.
New front arms 8% lighter and rear arms 17% lighter than the old version.

Old rear arm:

New rear arm:

Old front arm:

New front arm:


TRF418 Ready to Run

TRF418 Ad Tamiya Japan

Advertisement for the TRF418 by Tamiya Japan in RC World magazine.

TRF418 Electrics Update

Just a quick photo after I finished installing all the electronics in the TRF418. ETS ready with the ETS stock class speedo and motor and therefore the connectors. Not the cleanest of installs but will have to do now.

Will post some more pictures at a later date.

Tamiya Racing Factory on Facebook

Great to see first an official TRF facebook page, second that they have been inspired by my build report and are doing an even better one on their FB page! 😉
Too bad it’s only in Japanese, I could do this job in English…they just need to make that offer… 😀

Make sure you follow TRF TAMIYA RACING FACTORY on Facebook.

Tamiya TRF418 Manual

The TRF418 manual is now online thanks to Tamiya USA.

Tamiya Japan TRF418 Product Page Update

Can be found here:

Some new text has been added, most things written we have seen before but if you are used to reading translated Japanese, there is some new info there on why it was designed as it is.


TRF Series No.170 1/10 TRF418 Chassis Kit

[The challenge to a new victory renewed all] 
New weapon to further evolve each unit while taking over the goodness of the Champion TRF417, aimed at the IFMAR World Championship domination of 2014 is TRF418 chassis kit. In the race the current scene, it is how to balance how the conflicting elements of roll characteristics due to twist and rigidity of the machine, and it is with great point affects the maneuverability. Thus, motor mount and bulkhead before and after beginning the carbon upper and lower deck of the new shape, you have used the extra super duralumin, new design and upright and suspension arms, the main component further. In addition, the base and front direct coupling and cup joint damper spring, lightweight type stabilizer that can be fine-tuning, the large diameter, a wealth of racing data, and consists of parts honed. With the aim of running a new dimension with the contents and say full model change, you challenge the new victory.

[Balance at a high level rigidity and a sense of flexibility] 
To balance a high degree of rigidity and a sense of flexibility, is separated from the carbon upper deck of the center bulkhead part, had adopted a structure to make use of the property of the carbon material has a large feature. In order to respond to the race that was of high-speed, motor mount and bulkhead using a super duralumin A7075 boasts the highest strength of any aluminum alloy before and after. By increasing the rigidity of the part supporting the drive system, which keeps the rotational resistance due to the torsion of the running. Including suspension arms, both upright front, the rear is, change in design with an emphasis on load shift gently to tire more in suspension. In addition, rebound to adjust the machine setting time, and designed to make the speedy 2mm hex wrench.

– Front direct coupling is 2g lighter.
– Universal shaft double cardan type.
– motor mount and bulkhead using a super duralumin tallest strength before and after.
– Upper bulk variant type around for optimization of the suspension arms.
– is separated from the upper deck of the center bulkhead, and optimize the roll characteristics. Can be fixed and the upper deck to suit the road conditions.
-upright front and rear suspension arms are designed with an emphasis on load shift gently to tire more.
– The ball stabilizer link type that can be fine-tuning.

[Main equipment parts] 
● 2.25mm carbon lower deck
● 2.0mm carbon upper deck
● Aluminum bulkhead
● Aluminum Motor Mount
● Aluminum Steering wiper arm
● Aluminum Steering
● new shape suspension arms around
● Stabilizer front & rear
● Front / center direct (front double cardan type)
● Giyadefu (rear Universal shaft)
● TRF Special Damper (HL coating)
● aluminum suspension cloak (1C, 1C, 1XA, 1E)
● clamp aluminum wheel hub (4mm thickness)
● integrated aluminum servo mount
● Aluminum Turnbuckle Shaft
● Full Ball Bearings

TRF Damper Tapered Piston

The only interesting TRF release for January 2014:

42274 TRF Damper Tapered Piston (φ1.0mm x 3) 4pcs.

TRF418 Build – Finished

Here’s my build report of the new Tamiya TRF418 – now completed.


All parts in this and the following pictures are completely new for the TRF418.
The lower deck appears quite stiff, possible too stiff, but well have to see once the car is completely built.
Option parts used and seen here are aluminium and titanium screws.

In this picture you can see how the motor has been moved forward and in towards the center of the chassis.

Here you can see the new separate suspension blocks with material removed to clear steering links at all settings. You can also see the new 54479 Separate Suspension Mount Setting Spacer (0.5mm/4pcs.) which is included with the kit. The standard setting is as you can see 0.5mm under the blocks. 1C blocks are included.

Good picture of the slim and heavily lightened motor mount. Notice how all parts have the edges chamfered for a very nice look. The anodizing is also perfect as usual on TRF kits.

In the pictures below you can see the drivetrain installed. I use a Panaracer spur gear in place of the supplied 116T Tamiya spur. The gear diff is the same as on the TRF417 V5 and works well, however I suggest you use there o-rings in place of the included black ones: 42259 5mm Gear Differential O-Rings (Red/8pcs.). Tamiya 900 oil is as usual supplied. I used Kyosho 1300 oil and TRF gear diff grease on the o-rings and gasket.

Both front and rear belts are new with the front belt 169T (507mm) and the rear belt 63T (189mm). The center shaft / pulley system is also new and it all fits together really well, without any excess play. M2.6 screws are used to hold the center shaft. The suspension blocks included are 1XA and again the same separate spacers as at the front.

In this picture you can see the lightened spool joints. Also new are the “H5” ball connectors for the upper link which you can see here. These are 1mm higher compared to the old version.


Here you can see the new steering installed – all parts new for the TRF418; posts, arms and steering bridge. The new H5 ball connectors are used here too.

The next step is adding the belt stabilizer mount to the upper deck and then the upper deck to the chassis. The upper deck is mounted with 4 screws front and 4 screws back as well as one screw to the center post.

There’s also the option to add screws to the motor bulkhead. If you do this (which I don’t think we will see much) you need also two 0.5mm spacers between the motor bulks and the upper deck as there is space between them so the upper deck can flex free of the motor bulks.


Now onto the suspension which on the TRF418 is almost completely new. As I already mentioned in a prvious post on these parts, the length (pin to pin) and the damper mounting positions are the same as on the older short reversible arms used on previous cars. However, the shape is all new and I must say they look much better. The finish of these new moulds are also very good with perfect fit. About the material used it’s hard to say just by feel but the arms feel quite stiff so it’s a hard material used. But perhaps the most significant difference in real terms is that the new arms are clearly lighter. You feel this as soon as you pick one up. I did not have exact enough tools to check the precise weight of the parts, but the arms both front and rear appear to be 2.5-3g lighter per arm, which is a significant difference.

For the dampers and roll bars I use different connectors to what’s included in the kit. The normal blue ball connectors are included.

The front arms now have the roll bar mounting point moulded at the back side of the arms, which differs a lot in its shape compared to the old arms.

The roll bars added to the car. As you can see both the bars and the mounting to the arm is completely new – a welcome improvement! Now much more easy to do right and adjust. The special ball connectors used here seem to be just slightly too large as when you connect the adjusters (ball cups in normal lingo) the first time they are a bit tight. Very unusual for a TRF kit but once I removed them and connected them again it got better. The bars included are medim front and medium-soft rear. In the bonus parts included with this kit (and all export kits of the first batch) you also get soft bars fron and rear.

The rear uprights are, as I mentioned in the previous post about the new suspension parts, basically the same except that they only have one camber link hole somewhere in between the previous two. Other than that all is the same, with the same 5x10mm TRF bearings, 44mm alu driveshafts etc.

At the front it’s a similar story with the new uprights similar but with the steering link hole in a new position further inwards. Other than that, here too all else is the same with the same c-hubs, and the excellent double-joint driveshafts.

This is what the TRF418 looks like at the end of bag C.


The damper stays are obviously new but follow a similar design to what we had on the TRF417 V5. The holes for the body mounts at the rear are now countersunk though. Here you can see that I use the 42231 Ball Nuts for TRF Dampers (4pcs.) to mount the dampers.

This photo is mostly to show off that I achieved quite a nice finish on the edge of the damper stays, at least the front one! 🙂

The dampers are the normal TRF dampers with HL cylinders as have been used on most cars in the last few years. Still as good. Tamiya did manage to add a couple of new parts to them though, with the TRF418 possibly one of the first cars to include alluminium lower spring holders – a very nice touch! The ones included are the 42192 TRF Damper Large Diameter Retainer (4pcs.) to match the new larger diameter springs. Also new are the upper spring retainers which are a lower profile design. In addition the springs are completely new parts, with medium (black/black) springs included front and rear. In the bonus parts you get one pair of additional soft (black/red) springs and one pair of hard (black/yellow) springs. Looking at the springs they remind me a lot of the Ride Pro Matched springs. Obviously they are springs best for use on asphalt. For carpet running normally you would run Yokomo springs, which also fit the included large diameter spring holders.


On to bag E and time to finish the chassis. As I already mentioned I am no fan of the look of the included ribbed servo mount so I use the one from the TRF417 V5 which is much more to my liking although it is a couple of grams heavier.

The lower bumper, foam bumper and body mounts are all the same as on previous cars but the bumper support is a new part, again with countersunk holes. As you can see here I have used the 42245 Aluminum Body Adjuster Mount.

So this is what she looks like all completed. I like the car more now compared to before I got it and built it. Once all assembled it does not feel much too stiff as I was afraid it would when looking at the lower deck separately. It feels about right, and obviously once you run the car it will get more flexy as all cars do. Time will tell.

So that’s the TRF418 kit done then. Hope you liked the build report.

Focus on TRF418 Parts – New Suspension Parts

That the TRF418 got basically completely re-designed suspension parts was a suprise for me when the car was introduced. Personally, once it was clear it would have new parts I had hopes for a bigger step. However, the new parts look good and is an improvement compared to the old style.

The rear arms here compared to the 416/417 style arm. All the critical measurments are the same, with the pin-to-pin width on both 54mm (if my measurment skills are up to the job). The distans between the pin and damper mounting point is also the same at 39mm (this when compared to the #2 hole which was always used on the 416/417). However, on the new TRF418 arm there is only one mounting hole for the damper. Also new is that the droop screw is now an M4 screw, with the bigger surface against the lower deck helping reduce wear here in this critical place when it comes to downstop adjustment.

Again, the front arms see the same similarities and the same changes. The damper mounting position is the same as hole #1 which was always used on the old arms, which is at 33m and the arm length is also the same at 53mm. However, the shape of the arm as well as the roll-bar mounting is different.

The front uprights are basically the same shape but the two holes for the steering link have been removed and replaced by a single hole placed a bit further in toward the chassis.

The rear uprights again have the same shape as the old ones, but with only one mounting hole for the upper links, placed between the two holes of the old part.