Traxxas Rustler & Stampede XL-5

by The JANG | July 2006

Rustler XL-5

First Impressions:

Let me make one thing clear right off the bat. This is not an all-new truck. It is an update to the same Rustler that has been around for 12 years now. It is definitely enough of an update, though, to make it clearly stand out from the golden oldie. The body has a far more intricate design now and really looks like it's ready to move. The big 2.8" chromed 5-spoke wheels really shine and absolutely demand attention, and the new low-profile tires now actually have respectable tread patterns. Many plastic parts, such as the main chassis pieces and the shock bodies, are now light gray in color (a new material first seen on the Revo), and the springs are now powder-coated white. On the more important business end of things, there's a new Traxxas XL-5 ESC and hefty 550-sized motor (bye-bye Stinger, we will miss you!).

Wheels & Tires:

So, how about those new wheels & tires! Up front the new Rustler has symmetrical 7-strake directional ribbed tires, and the rear uses a wide multi-layer pin design that feels like a cross between Pro-Line Bow Ties and Step Pins. As a bonus, the rubber compound is actually moderately soft and foam inserts (although very soft) are used. This is a gigantic leap forward from the earlier models, which always shipped with hard, almost plastic-like meats with no inserts and a nearly useless rear tread pattern that featured a handful of tiny pins that would wear out just after a couple of runs. The tire profile is also much lower thanks to the big 2.8" wheels -- the same size introduced with the Jato. These wheels still fit on 12mm hubs front & rear, though thicker hexes are now used (4-Tec rears and an all-new, even wider front set). Unfortunately, all four stub axles still ride on 5x8mm bushings.

Suspension:

The shocks have new gray bodies and hide a tiny, but very welcome durability and performance upgrade -- silicone "X-rings" instead of O-rings. Now, instead of two rings of contact between the seals and the shafts, there are four. This decreases the chances of minute dirt particles working their way up into the body, and also, in theory at least, reduces friction for better tunability and consistency. The damping rate is the same as ever with ~30wt silicone oil and 2-hole pistons, but much to my delight, the spring rates have been lightened quite a bit. The front springs are also now shorter, allowing for an arms-level forward stance, but the sad thing is, the rear springs are still way, way too long -- with the factory setup, they're already badly preloaded with no preload clips installed, and they jack the rear end of the truck way up in the air, even with a battery installed. Ouch.

Electronics:

Things look a lot better on the electronics side. The new XL-5 ESC has a 15-turn limit for normal 540-sized motors and will handle battery packs up to 8 cells. It has three modes -- Sport, Race, and Training. Sport mode gives your traditional forward/brake/reverse control, while Race locks out reverse. Training Mode™ (yes that's a TM symbol there) is something new and much-needed. It limits output voltage to 50% of what your pack has available -- halving speed and doubling runtime. This is awesome for RC newcomers who don't yet understand throttle control and will only get themselves into more trouble than necessary if they can go up to full speed. What's also nice about the XL-5 is that instead of just burning up if it gets overworked, it will automatically shut off thanks to built-in thermal overload protection.

For a radio system, the tried & true Top Qualifier 2-channel 27mhz AM system is still used, but gone is the frail 2018 standard servo. Now the truck is steered by the 2055 model that was first produced for use in the T-Maxx & E-Maxx. This uses a tougher output spline & gear, and with 80oz/in of torque it should have no trouble handling any situation this small truck can get into.

Motor & Transmission:

Ah yes, that motor. It's called a Titan and indeed it shares the extra-long housing used on stock E-Maxx motors, but the armature is a 12-turn for more speed. The Titan design features a built-in centrifugal fan for cooling, but as many an E-Maxx owner can attest, this scheme has not worked out so well in practice -- overheating 'Maxx Titans have actually melted their own fan blades. To make things better this time around, Traxxas has specified a new endbell with four very large vents to allow more air circulation. In addition, they've spent the extra money to re-mold the transmission case, adding wide ventillation slots along the back of the motor mount face to let more air travel in through the front of the motor.

On the other side of the motor mount, you'll see very wide washerhead screws that will distribute holding force over a very wide area and hopefully finally eliminate the problem of motor screws gouging deeply into the plastic mount face, moving around over bumps and making it very difficult to make small adjustments. This addresses one of the biggest real problems the Rustler, Stampede, and Bandit have always had.

The stock gear ratio is a surprising 23/86, which should really say something about the torque of the 12T titan. The included optional speed-tuned pinion gear has 28 teeth! While I'm talking about gears, I should point out that the spur is new -- completely new. It now attaches to the slipper via 3 screws, and can be replaced without changing the slipper's setting at all. The slipper itself is based on the 3-pad design first used on the Revo and is said to dissipate heat better and stay more consistent throughout its lifespan.

Finally, inside the transmission you will find a full complement of rubber-sealed bearings for low friction and long life.

That Mysterious Gray Plastic:

I've read a lot of questions, a lot of guesses, and a lot of rumors about the new gray-colored plastic Traxxas has started using on many of its parts, and I figure it's time somebody set the record straight on some of the points.

• It is not the same plastic as before, "just colored gray." It feels different, it sounds different, it is different.
• It is lighter in weight. Comparing the two Rustler chassis pictured at right, the new one is 169 grams; the old one, 190g, 11% heavier.
• If the new plastic is more or less stiff than the old, I cannot tell for the life of me. If anyone can test this with an accurate instrument of scientific measurement, let us know your results in the Rustler or Stampede forum.

Accessories & Extras:

The longtime Traxxas standard complement of documentation and extras has been upgraded as well. I'll talk about these when I look at the Stampede.