- Longer wheelbase chassis with electric specific layout
- Low CG layout with electronics placed in front and saddle pack batteries
- New composite battery boxes for each battery can fit short or standard packs
- Front and rear suspension holders mount directly to the chassis with new GT specific geometry
- Aluminum spacers raise the front and rear diff heights for better drivetrain alignment
- Front and rear gear boxes with cooling cut outs for the differentials
- New rear diffusor for increased stability at high speed
- Front upper bumper brace matched to front gearbox opening for improved diff cooling
- Front lower bumper provides clearance for the new suspension mounts
- Both front and rear suspension arms are now softer than the previous GTX
- Front C-hubs with 6° caster for improved steering characteristics
- 3-slot steering Ackermann graphite plate with more initial steering and more overall steering angle
- Hard rear upright for improved stability
- Graphite rear upright extensions for increased corner speed
- Front and rear shock towers with new shock positions and roll center locations
- Aluminum lower shock mount extensions improve the corner speed and stability in corners
- Softer progressive shock springs with new shock mounting position provide more stability, traction, and steering
- Thinner anti-roll bars to match new suspension geometry
- Central dogbone driveshafts and outdrives
- New center layshaft adapter fits smaller 45T / 46T / 47T spur gears for expanded gear ratio choices
- Compact electronics mount for speedo and receiver
- Graphite servo holder redesigned to fit the new chassis layout
- Shorter servo link to match the new steering servo position
- Servo saver stands with the chassis key lock design
- Stronger servo saver spring with a wider range of adjustment
- Front top deck with two different brace positions ensures clearance for the servo saver to prevent binding
- Longer composite front brace makes the car more predictable
The GTXE’22 features a longer chassis plate that is the backbone of the electric focused concept.
The chassis length is increased to stretch the wheelbase, combined with the wider rear section, resulting in improved stability.
The updated layout also includes provisions to install the new rear diffusor and mount the front and rear suspension holders directly to the chassis plate.
The chassis features a new locking system for the servo saver posts to ensure the components will stay secure during chassis flex in extreme conditions.
The chassis is CNC-machined from 3mm high-quality Swiss 7075 T6 aluminum; strategically machined in low-stress areas and then anodized to make it as light as possible without affecting strength or rigidity.
Low CG Layout.
The new E-concept layout uses a forward motor position and saddle pack batteries. The motor is placed in front of the center differential, opposite the steering servo, with split, saddle pack batteries in the rear. The split packs lay flat in the holders, reducing the CG compared to taller brick pack layouts. The motor has better cooling in the front location, and the split batteries also maintain lower temperatures during each run.
The new saddle pack layout features tweak-free split battery holders to secure the packs. These battery holders will fit both standard and ‘shorty’ packs, with the shorty packs allowing additional weight balance control by shifting them front/back in the holders.
In addition to the new battery and motor positions, the GTXE’22 includes a molded electronics plate that is positioned next to the steering servo. The ESC, receiver and transponder are all installed on this plate for easy removal and maintenance.
To fit the revised electronics layout there is a new graphite servo holder plate. The servo horn position is moved further forward and uses a shortened link to connect to the steering system.
Spur Gear Adapter.
A smaller gear adapter works with 45T, 46T, and 47T spur gears, offering an expanded range of ratios to match the gearing requirements for maximum motor performance.
All-new diffusor used at the rear of the car helps to increase downforce that improves stability and makes the GTXE’22 easier to control at high speeds.
To improve the consistency of the differential performance throughout each run, the gear box covers are milled out for air flow to help reduce diff temperatures. This prevents overheating the diff oils and ensures more consistent handling during long mains and extends intervals between rebuilds. The rear gearbox and cover both have additional material milled out to increase airflow and cooling for the rear diff.
The front upper bumper brace was also modified with a milled opening to allow more air into the front gear box.
All-new front and rear suspension holders are separated from the bulkheads and installed on the chassis. Mounting the holders directly to the chassis plate eliminates any flex from the bulkheads, improving the precision and responsiveness of the GTXE’22.
The front kick-up angle was reduced, helping to create more steering and reduce tire wear.
The rear holders still offer multiple anti-squat positions, but the new plates have less anti-squat, which is better suited for the GT category to increase the stability of the car.
The new aluminum suspension holders continue to feature the Integrated Suspension Settings (I.S.S.) that allows for quick & easy suspension geometry changes
Using the eccentric suspension bushings inserted into aluminum suspension holders, and a few suspension shims, the GTXE suspension geometry can be completely adjusted in seconds.
Mounting the suspension holders directly to the chassis plate means the gearboxes can be lifted to improve the driveline geometry for the GTXE’22. Aluminum gearbox spacers raise the differential height and improve the driveshaft angles, creating more traction on corner exit while improving mid corner rotation. The new driveshaft positioning also help to extend the service intervals of the driveshafts’ cv joints and the diff outdrives.
Easy Diff Access.
Bulkheads allow super fast and ultra comfortable diff exchange and servicing by dismounting only 6 screws from the front of the bulkhead and from the bottom of the chassis. This super fast diff access is available both in the front and rear.
Front Lower Bumper.
The updated lower bumper brace is modified for additional clearance around the new front suspension holder.
New front C-hubs were specially developed for the GT on-road platform. After extensive tests of various caster angles, the final 6° caster block was selected as the best choice to work in the wide range of racing conditions found at GT events.
The new C-hub geometry significantly improves steering characteristics over the previous 16° hubs. The reduced caster angle also helps to reduce tire wear, creating more consistent handling during longer main events.
The steering blocks feature new steering Ackermann plates that improve corner entry steering by increasing the outside wheel angle. Machined from graphite, the plates are easy to mount to the steering blocks for replacement or adjustment.
The rear uprights are now moulded from a harder material that reduces flex in hotter conditions and makes the car more stable in the corners.
The uprights feature all-new graphite extensions that move the camber link mount higher and further inboard to shorten the rear camber link. The graphite extensions feature 5 different roll center positions for more tuning options on the GTXE’22.
The rear uprights use the larger 8x16x5mm outer ball-bearings for increased reliability and lifespan. The smart design allows the same upright to be used on both left & right sides, reducing the number of spares needed in your parts box. The wheelbase position is adjustable using 2 shims along the lower suspension pin.
The rear uprights feature integrated geometry adjustments including camber, upper and lower roll center and wheelbase.
Both front and rear suspension arms are now softer than the previous GTXE kits. In comparison to the extra-hard suspension arms included in previous GTXE kits, the new GTXE’22 features Medium front and Hard rear suspension arms. This combination of softer arms helps to increase traction in every track conditions.
All-new aluminum suspension arm extensions create completely new shock geometry specific for the needs of the GT category. The shock extensions increase stability and improve the corner speed.
Both front and rear shock towers feature updated geometry with different shock mount and camber link positions on a tower that is lower overall compared to previous versions.
The new shock mount locations were repositioned in relation to the location of the lower shock mount extensions on the suspension arms, resulting in improved corner speed.
The new front roll center positions help create more steering and the revised rear roll center positions free up the rear end of the car and helps with stability on power.
The shorter front and rear upper camber links match the rear hub graphite camber extensions and front and rear inner camber link positions to make the car more reactive in front and provide more rotation from the rear suspension.
The all-new front and rear shock springs were specially developed for GT on-road racing.
There are two new spring choices – both softer that original GTXE springs, and both featuring a progressive spring rate. For the initial setting the stiffer of the two new springs are used in front with the softer springs in rear. In this configuration the GTXE will have maximum traction in most track conditions.
XRAY shock springs are manually measured, selected, and matched into pairs to guarantee precisely equal length and damping characteristics.
A longer front composite brace makes the car more precise and easier to drive. The brace is now mounted with two screws to the chassis for additional strength.
The longer rear brace is moulded from a medium-stiff composite mixture for proper flex control and allows the installation of optional graphite inserts to reinforce the brace to make it even stiffer (suitable for high-traction conditions).
The servo saver features a new conical spring that is longer and stronger. The new spring ensures more precise steering and improved reliability.
The servo saver posts feature a new locking system that keys into the chassis plate to ensure the servo saver setting will not change while running.
To improve servo saver reliability (especially in dusty conditions), it is moulded from graphite material that is more resistant and efficient in dusty conditions. The dual-arm steering system is simple yet effective, featuring an integrated easily adjustable servo saver, and a Swiss 7075 T6 aluminum steering plate.
Ackermann is easily adjusted by changing steering link mounting positions on the steering plate. Bump steer is adjusted by inserting shims between the steering plate and steering linkage.
Servo Saver Top Deck.
The new top deck features additional clearance so the servo saver will not bind when overtightened and will always work freely. Fits both GTX and GTXE.
Central Dogbone Drive Shafts.
Central dogbone driveshafts are lighter than CVD drive shafts for improved acceleration. They can also have a longer lifespan thanks to the easier maintenance of the dog bone and outdrives, reducing servicing requirements.
All the drive shaft parts are machined from Hudy Spring Steel and are specially hardened.
To work with the new shock geometry, the front and rear anti-roll bars included in the kit are softer than previous versions.
The GTX anti-roll bars help control chassis roll, increase corner speed and improve the stability of the car.
The front & rear roll bars are easily mounted to the bulkheads and can be adjusted using the connected linkages.