300026 XRAY T4 2020 Specs - 1/10 LUXURY ELECTRIC Touring Car - GRAPHITE Edition




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T4 2020 the brand new 1:10 Electric by Xray

The Xray T4 2020 is available now! We asked Martin Hudy to explain the creation and production phases of an Xray model.

Take a look below at all the XRAY videos about T4 2020

Ever wondered how professional RC racing cars are manufactured? Check out this exclusive video form one of the world's leading RC car manufacturer XRAY, the only RC car production plant in Europe. The XRAY's chief designer Martin Hudy will guide you through the unique and world's largest RC car manufacturing facility located in Trencin - Slovakia - Europe and will show you how the finest RC cars are produced. The first part of this story shows the CNC milling machine department where aluminum parts like chassis, bulkheads, suspension holders, etc are machined at state of the art German milling machines.

The full price of the Xray T4'20 is not € 100 (83.34 w/o TAX). This amount is only a deposit for the pre-order. Once you have purchased the pre-order, you will receive, in the next 24 hours, a discount voucher of the same value + free shipping. When the Xray T4'20 will be available, you can use the discount voucher to purchase it. If you change your mind and you are not interested anymore in buying the Xray T4'20, you can use the voucher for all the products in our catalog. The pre-order is non-refundable.


The T4 has been one of our most important and also most successful projects. Over the years there has been continuous development, and in the last 20 years we brought out a new & improved car every year. Development has been, in many cases, the result of external factors such as the change from brushed to brushless motors; change of batteries to LiPo packs; new super-lightweight electronics; and new materials and technologies which allowed us to come up with creative new ideas that were not possible before.

The other part of development has been our never-ending desire to make the car faster and easier to drive while still gaining more steering and stability.

And then of course you have the competition that always pushes you to reach new levels. The competition in this class has been always very high and pushing us to do better, but to be honest it was mainly the competition that pushed all boundaries and forced us to work harder, smarter, and faster while still being more precise and keeping our focus on the smallest details.

In high-competition racing, in the end it is always about those small details… and sometimes about luck. In the last decades we have won hundreds of National titles around the world, dozens of US National titles, and plenty of Asian and European Champion titles… but we still did not win the World Champion title. Despite being very very close so many times, many times we were missing that one small piece: a bit of the good luck. But we never gave up and after almost 20 years of dedication, passion, and patience we won the Worlds!

We have said it before, and we will say it again: development is never ending!  So we are very proud to present to you a glimpse of our all-new T4 platform, the completely redesigned 2020 T4. Our R&D department and Racing Team has spent nearly a year to completely change and improve the T4. This is not a minor “facelift,” this is a completely redesigned platform that boosts the performance of the car to an entirely new level, believe me.

As usual, external changes were one of the main forces that pushed development further. In the last year in many racing series and countries there were changes that had a significant influence on the car.

  • Body – Some race series do not allow the use of lightweight bodies. The heavier “standard” bodies decrease steering a lot, and we needed to adjust the performance for both lightweight and standard bodies. Recently there was a big boom of downforce bodies which improved traction and stability, however they completely changed the handling of the cars.

  • Additives – Some new tire additives which are subscribed at many race series have more oil, and as such give different driving characteristics.

  • Tires – Tire manufacturers improved the reliability and lifespan of their tires by using harder compounds which also helped with traction rolling, but at the same time decreased the overall traction of the cars.

All of those recent changes presented all-new challenges for car designers and put us back to our drawing boards.

Are you excited? Do you want to know more?

My name is Martin Hudy and I am the Chief Designer of the T4 platform at XRAY. I will be exclusively revealing some exciting details about the development of our latest T4. Read the exclusive story below.

Layshaft and Motor Mount

The most important, key change on the T4 platform is the placement of the layshaft. Initially I designed a new 1-piece motor mount with the layshaft in the middle of the car and with the motor placed behind the layshaft. This design allowed the use of same-length belts in front and rear, which improves the weight balance and on/off power feeling of the car.

To make back-to-back comparison tests, I designed a new chassis which allowed easy changes between 3 different layshaft-position alternatives:

1.) Motor mount and layshaft bulkhead separated from each other, like on the current car

2.) 1-piece rearward motor mount, mounted in the chassis centerline

3.) 1-piece frontward motor mount, also mounted in the chassis centerline

It was important to keep the same belt orientation in all the different alternatives, as I wanted to keep the servo mounts in the center of the chassis. To make proper test comparisons, I also had to make separate prototypes for the aluminum chassis.

Extensive tests with the alu chassis were done at our in-house indoor carpet track, and tests with the graphite chassis were done at our outdoor asphalt track in low-traction conditions.
Already with our starting set-up we found that the layshaft in the middle of the car gave more stability and generates more traction, which was exactly what we were looking for.

Once I had a clear idea on the position of the motor, I finished all the details on the layshaft design and focused on making the layshaft and the holders ultra-narrow to keep the batteries as close to the chassis centerline as possible. That would result in less chassis roll, proper weight transfer, and a much easier car to drive.

Suspension Arms

To increase the stability of the car I wanted to try longer suspension arms. Not a bit longer… significantly longer!

Many years ago we used to have long arms on our very first T1 platform, but back in this time the cars were not as fast as today and to make the car reactive we had to change for shorter suspension arms. However, with today’s fast cars the longer arms could bring back the desired traction.

But before making any changes to the moulds I wanted to be sure that our theory will work. We made the first prototypes with longer arms from aluminum, and compared them with our current short aluminum suspension arms.

It was great relief when the first tests proved our theories correct. I felt the car had more traction, more stability, and it was easier to drive in chicanes as the car stays more flat. Once I knew that longer arms had real potential, we decided to work on the moulds.

The first step was to make the arms without any holes so we could easily drill different shock mounting positions. And also make different lengths to compare the characteristics under different track conditions.

I do not remember the exact number of different alternatives we made and tested, but it was probably close to 20 different designs.

The current design of the ULP shocks works great and I did not want to make any changes to them directly. However, I still wanted to test even lower shock mounting positions to lower the center of gravity.

The quick solution was to make different shock extensions. As I expected, the lower shock mounting positions made the car more stable especially on carpet tracks.

This positive outcome convinced me to change the design of the final suspension arms to include two different mounting positions.

With the all-new suspension design I wanted to fully integrate the ARS system so there was no need to change the suspension arm holders when you want to switch between standard and ARS suspension.

After some creative engineering and design, I came up with the final design of the arms where I combined both types of suspensions into one.

Easy and smart.


Because I moved the arm mounting positions more to the chassis centerline, I had to modify the bulkhead design

There were three different bulkhead prototype stages:

1.) The first prototypes were quickly modified from the previous design where we simply removed the material in the lower part to avoid the suspension arm collisions.

2.) For the second prototype, we milled 1mm groove in all the bulkheads and upper clamps so we could move them more to the chassis centerline but still use our standard, well-proven differential.

With all the modifications made on the bulkheads, I was finally satisfied with the performance. It was time to finalize the design.

3.) The third and final prototype design brought the most significant changes. I improved all the weak areas and significantly reduced the CG. How? We moved the anti-roll bar below the drive shafts and made the holder super tiny & lightweight.

There was a small dilemma about what to do with the shock tower centering pins on the upper clamps. I really liked the shock tower centering pins as I did not have to reset the ride height or check the tweak after the shock tower disassembly. But the test results showed that the car generates a bit more traction without the centering pins

So in the end when it comes to the performance, I took a “no compromise” approach - the final design has no centering pins.

Fiche technique

VoitureXray T4 2020

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