RCU Review: Team Losi LST (Losi Super Truck)

 RCU Review: Team Losi LST (Losi Super Truck) More On This Product
Discussions on this Product Show user ratings Check for Retailers Contributed by: Eric Hege | Published: March 2005 | Views: 187617 |
Introduction
Specifications
Required Items
Video
Ratings
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"Look at the size of that thing."
-Wedge Antilles (Star Wars)
Under the Hood
Prep Work
Time For Action
Summary
Manufacturer & Distributor
Info
Team Losi
Distributed Exclusively By
Horizon Hobby, Inc.
4105 Fieldstone Road
Champaign, IL 61822 USA
When word was released that Losi would be releasing a monster truck, to
provide yet another choice in this growing genre, the RC world was in
shock. Losi was best known for their smaller stadium trucks, touring cars,
and buggies. Even the Mini-T seemed to fall within the realm of
possibility, as it was based upon their popular stadium truck platform. No
one dreamed that Losi would be targeting a very different crowd of
hobbyists with their latest creation.
Team Losi had some definite ideas and thoughts they wished to bring to
the table. From the oversize shocks to a well balanced platform. Losi
evidently saw many areas they felt they could improve upon, when
looking at many of the trucks currently available. So targeting these
areas in mind, the LST was designed and born.
Now that Losi's vision has made it from the drawing board to the hobby
store shelves, its time to put it to the test. How well do the oversize
shocks, dual steering servos, and attempt at a well balanced truck
actually work? Well, that's what we're here to find out. After all looks
aren't everything, and a little runtime will quickly separate the shelf
queens from the trucks we all love to beat on.
Phone: (877) 504-0233
Fax: (217) 352-6799
Website:
www.horizonhobby.com
See the Losi LST in action!
Resolution: Low Medium High
Quality
Performance
Assembly Ease
Handling
Durability
Speed
Engine
Price
Plenty Of Power
Two Gear Ranges
Plush Suspension
Electric Handheld Starter
Metal Gear Steering Servos
Model Name: Losi LST
Part Number: LOSB0010
Price: $600.00 (Approx. Street Price)
Type: 1/8 Scale Four Wheel Drive Monster Truck
Length: 22" (559mm)
Width: 18.5" (470mm)
Wheelbase: 14.2" (361mm)
Weight: 13 lbs. (5.9 kg)
Suspension: 3.5" (89mm)
Wheels: Plastic Spoke-Style/Chrome Finish 3.4" x 3" (86x76mm)
Tires: Rib-Style 7.0" x 4.2" (178x102mm)
Suspension: Independent Suspension/C-Hub Carriers
Shocks: Large Bore Aluminum With Plastic Preload Spacers
Drivetrain: CVD-Style
Axles: CVD-Style
Chassis: 2.5mm Aluminum Plate
Engine: Mach .26 (4.26cc)
Brakes: Stainless Steel Discs And Calipers
Fuel Tank: 171cc
Touchy Brakes
Weak Stock Body
Motor Washer Needs Removing
Camber Not Adjustable
Fuel Tank Primer
Lexan Body
Additionally Required Items
8 AA Batteries or Transmitter Pack
4 AA Batteries or Receiver Pack
Standard 6-Cell Rechargeable Battery Pack
Peak Charger Capable of Charging Standard 6-Cell Pack
Nitro
Glow Igniter
Air Filter Oil
After-Run Oil
Flathead Screwdriver
Documentation
Decals and Tools
The body of the Losi LST is certainly distinctive in the current crop of monster trucks available. The main body color
is blue, but the paint on the front of the truck has a ripping look to it. This scheme also carries over to the sides as
well. The lexan body is protected by a plastic film that should be peeled away before you decorate the body with the
supplied stickers.
The LST comes with a well-rounded set of manuals and operations guides. There are two sheets that detail
procedures you should understand and perform prior to the first time you operate the truck. You also receive a
detailed manual that covers general operation of the truck, as well as break-in procedures. This 24 page manual
also contains a set of exploded views which will help you when performing maintenance on your truck.
There's also a manual that deals specifically with information related solely to the Mach .26 motor. This manual
gives you tuning and break-in information, as well as a set of exploded views covering the assembly of the motor
itself. Let me go ahead and mention there is a small discrepancy between the break-in procedure in the motor's
manual and the procedure in the LST's manual. Either should suffice, but since Losi knew the gearing and weight of
their truck, I chose to follow their method. I figured they knew how much the motor would be taxed by the load more
than Dynamite would. Plus I feel more comfortable running three tanks of fuel through the motor before I start to
lean it out, as opposed to only two tanks.
The Losi LST comes with several items in regard to accessories. The first item I noticed was the sheet of stickers
that Losi supplied to round out the look of your truck's body. Losi also supplies a set of L-wrenches. While most
seasoned veterans would use a set of hex drivers, having the L-wrenches provided will be beneficial in case you're
just starting out or lacking some hex drivers in your pit box. The wrenches Losi includes are: 1/16, 5/64, and 3/32
inch hex wrenches. You also receive a 2.5mm metric hex wrench as well. Other items include a shock rebuilding
tools, a tie rod wrench, and an antenna tube.
Handheld Starter
Left Side
Right Side
Team Losi had the foresight not to equip the .26 with a pull start. Instead they opted to go the rotary starter route.
The starter is similar to what's used with several other vehicles on the market, and is exactly the same unit used
with the Sportwerks Mayhem but brandished the Team Losi logo instead. The starter uses a hex-shaped shaft with
a ball end, which fits into a receiver bolted on to the backside of the motor where the exhaust exits. Due to some
recent changes with the starter gear in the starter, a new gear is provided separately in a small plastic bag. Should
the installed gear encounter any issues, this replacement gear should alleviate any problems you may encounter.
The Losi LST uses a layout that is unique throughout the genre. Many trucks may have a somewhat similar layout,
but Losi was looking for something that would stand out from everything else. A good balance of chassis weight
was also a prime consideration as well. This is evident in the way components such as the fuel tank, receiver box,
and motor are located in the center of the chassis.
One other item that you may notice is the absolutely huge shocks the Losi comes equipped with. While we'll be
discussing these in depth a little later, it is without a doubt that they are one of the most unique features of the
truck. They definitely set the LST apart from the crowd.
The LST has several other noteworthy items as well. Most of these will be covered in detail as we examine those
specific areas of the truck in more detail. However, one feature is best shown when viewing the trucks in the
overhead shots above. That's the suspension arms. The upper and lower suspension arms are the same parts
throughout the truck. This means you can keep a spare set on hand, and they can be used on any corner of the
truck. I really like it when a truck is designed with this interchangeability in mind. While Losi wasn't the first to try this
with the LST, their effort towards the interchangeability is most certainly appreciated.
Chassis Bottom
Steering Servos
Rear Driveshaft
From the underside of the LST, you can get a good view of the chassis approach Losi used. While a two-tiered
chassis isn't uncommon, normally the result looks much different. With the LST the upper tier serves as the main
chassis plate, and the lower tier is a series of braces and skid plates. The main chassis plates, as well as the lower
braces, are aluminum with a thickness of 2.5mm. The plates are held together with hex head hardware, however
metric drivers need not apply. You'll quickly find that most of the hardware on the LST is not metric, which is exactly
the opposite of most trucks.
The underside of the LST has an abundance of features to gaze at. When looking at the front, the first thing you'll
probably notice is the dual steering servos. This is an approach that allows you to use two cheaper servos to
provide the turning power that would normally be provided by one expensive servo. However, there's more to the
steering setup than there first appears. If you look a little closer at the servos themselves you'll notice they are both
a JR Z590M. In case you're not familiar with JR servos, a Z590M is their metal geared servo, which provides
85oz/in. of torque at 6.0 volts. That's a total of 170oz/in. of torque, and metal gears backing it all up. Now that's
impressive for a stock truck!
Next focus your attention on the driveshafts. Knowing the truck was going to be powered by a big block motor, they
wanted to provide a solid drivetrain. So hardened steel CVD driveshafts were the route Losi chose to go with. To
help cope with the torque and power of the .26 motor, Losi used a red threadlock. This form of threadlock is
considered "permanent" due to its very strong holding properties. While the term permanent isn't exactly true, you
will need to apply heat before you try to remove the screws. Otherwise you'll find your tools will probably break
before the threadlock's hold does. This form of threadlock carries over to other areas of the truck as well, so make
sure you pay close attention to a screw before you remove it.
When looking at the underside of the rear of LST you'll notice there's just as much to see on that end as there is up
front. The first thing I noticed was the rectangular hole in the upper chassis plate. This is to accommodate a
steering servo, should you want to equip your LST with rear wheel steering. However there's one small caveat to
this, and that is the stock battery holder that resides under the fuel tank. Losi knew that might be an issue however,
and provided a plastic battery compartment beside the rear driveshaft. It will accommodate a standard flat 5-cell
receiver pack. Even if you don't plan on installing a rear steering setup, this battery box will likely become the home
for your receiver pack, due to it keeping the weight lower on the truck and being easier to access than the stock
battery holder's location.
On the opposite side of the truck's underside, you can see a cutout for the motor's flywheel. This allows the motor
to sit a little lower on the chassis, and while no starter box is capable of being used with the LST that I'm aware of,
its always possible one could be developed in the future. After all it happened for the Traxxas Revo, although the
Revo would undoubtedly see more of a benefit due to being able to remove its onboard starting system. It will be
interesting to see if someone decides to tackle that task, as the Losi LST becomes a more common sight at tracks
and bashing areas that are frequented by the monster truck crowd.
Fuel Tank
Front Suspension
Rear Suspension
A big motor requires an ample supply of fuel, and the LST delivers. A big 171cc tank holds plenty of fuel for the
truck. The fuel system has a filter, but it's an inline filter. The tank has a primer located near the fuel door. The
primer makes it easy to get the fuel lines filled up without having to place you finger on the pipe's stinger and turn
the motor over. However, traditionally primer buttons like this often develop air leaks over the long haul. So that
should be something to keep in mind if you're ever troubleshooting a problem.
The tank is also designed to catch any fuel spilled during refueling, and route it towards the side of the tank where it
runs out a piece of fuel tubing onto the ground. This prevents any spilled fuel from ending up on the chassis. Also
take notice of the factory installed fuel filter that sits between the motor and the fuel tank. This is a small detail, but
one that many manufacturers don't include. I should also mention that Losi also provides an optional fuel tank you
can purchase if you ditch the stock battery holder and decide to use the lower box designed for a flat receiver pack.
The optional tank adds even more fuel capacity to the LST, as it also uses the area that the battery holder is using
in the stock configuration.
The front of the truck is dominated by the huge shocks of the LST. Shocks of this size just wouldn't be appropriate
without an equally impressive shock tower. The shock tower varies in its thickness, 20mm at the lower end and
11mm at the upper end. The shock tower is definitely built to withstand the forces the shock will place upon it. The
shock tower provides two mounting points for the upper end of the shock, while the lower suspension arm gives the
other end of the shock dual mounting positions as well.
The entire front end of the truck is protected by a bumper system that's designed to absorb an impact. While some
manufacturers go the rigid route, I'm glad to see that Losi views the bumper approach the same as I do. It's much
better to try and absorb some of the impact instead of just transferring it to another area of the truck. The bumper is
a two piece part that is hinged in a manner that allows this flexibility and ability to absorb an impact. The lower end
of the bumper fits between the skid plate and the chassis, and is held in place by two of the skid plate's screws.
The rear of the LST is nearly a carbon copy of the front. The shocks are mounted to the forward side of the shock
tower, using exactly the same manner as the front. The upper and lower ends of the shocks are provided the same
level of adjustability as the front is. In addition the rear bumper approach is the same as well. However from a
purely cosmetic standpoint, the bumper itself has a slightly different shape to it.
Hex Adapter
Bearing Carrier
Axle
The Losi LST's big block motor transfers power to the ground using some large tires. To connect these tires and
wheels to the driveline, a hex adapter is used. The hex is a standard 14mm hex, which means that the LST can
draw off of the large selection of wheels targeted towards the Traxxas Maxx trucks. The hex adapter becomes a
disk at the end that faces the bearing carrier. The disked surface helps to prevent the pin from damaging the hex
when tightening the wheels down.
The suspension arms of the LST use the same approach throughout the entire truck, which allows the same
suspension arms to be used throughout the truck. To handle the steering blocks, or bearing carriers, the LST uses
c-hubs. The c-hubs are secured to the suspension arms by 4mm suspension pins and e-clips. Socket head screws
tie the steering block to the c-hub, while the steering block holds the 6x12x4mm bearings that support the axles.
The c-hub and carrier approach is used on the rear of the truck as well. The bearing carriers for the rear are the
same steering block that's used up front. Instead of them connecting to the steering linkage however, they tie to the
toe links. Losi's approach works very well, although I do have one gripe. That is the fact that the camber angle of
the truck's wheels is not adjustable. I found this a little surprising considering Losi's racing background.
The same CVD approach used for the driveshafts is carried over to the axles as well. The hardened steel axle
measures 4.5mm in diameter, while the axle stub that passes through the bearings is a thick 6mm. An aluminum
spacer keeps the 6x12x4mm bearings properly spaced.
The Losi comes equipped with two different colors of 5/16 in. wheel nuts. The nuts on the left hand side are
reverse-threaded, while the ones on the right hand side use a standard threading pattern. The reason behind the
different colors is to highlight the fact that the left-side axles use reversed threads to help prevent any issues with
the nuts loosening up. The reversed threads on the left side takes a little getting used to, however the colors of the
wheels nuts helps you to remember the difference.
Throttle/Reverse Servos
Shock Comparision
Piston Head
The front of the LST sports the very roomy receiver box. It easily houses the RS300 receiver while leaving plenty of
room for a failsafe should you want to add one. The box is semi-transparent which is rather dressy when compared
to the standard black boxes most trucks come equipped with. The box is hinged at the rear, and held shut by a
body clip.
Right behind the receiver box you'll see two servos. One of these two servos handle the reversing function of the
transmission, while the other takes care of the LST's throttle and brake duties. Both of these are JR Z270 servos
and, when combined with the unique servo horns, they should work well for the job they've been assigned.
Probably the most unique feature on the Losi LST is the shocks. Simply put, they are huge as demonstrated by the
stock Maxx shock placed below it as a comparison. Any bigger and they would have to come from a full-size truck.
Losi thought that four larger shocks would be a better approach than eight small ones, especially when equipped
with their massive springs.
As impressive as the shock's size may be, there are other noteworthy features as well. First of all the bodies are
anodized aluminum, which provides strength as well as a smoothly operating shock. The shock cap matches the
rest of the shock as its anodized aluminum as well. The stainless steel shock shaft is a thick 4mm, making it the
largest I've ever come across. Considering the shock is the largest I've seen, it's appropriate that the shock shaft
follows that lead. I am kind of disappointed that the stock shock bodies aren't threaded though. Having to use
plastic preload spacers seems at odds with the rest of the shock, when you think of the time they spent designing
them. However, Losi does offer a set of threaded bodies separately, as part number B2814.
Looking inside the shock brings a unique looking piston head to light. A shock this large cannot function with just a
couple small holes in it. For the piston head to be able to move through the shock oil requires a vast number of
holes in the piston head, 25 to be exact. Without the large number of oils the dampening would be overly excessive
due to the large amount of shock oil that needs to be displaced. The piston head is held in place on the shock's
shaft nut a locknut, which is similar to the method used on many 1/8 buggies.
Wheels and Tires
Differential Access
Differential Removal
A monster truck needs large wheels and tires, and Losi delivers. You are supplied a five spoke plastic rim finished
in chrome. The wheel is vented allowing the tire to flex as needed. The tire itself is very pliable, and when combined
with the aggressive tread pattern, should provide plenty of traction for the power delivered by the Mach .26. The
tread blocks carry over towards the side of the tire which should provide lots of side bite, as well as additional
traction on loose surfaces.
It's apparent that Losi wanted the differential units to be easily removed for maintenance and diff oil changes.
Simply remove the front bumper assembly to access the differential area. Then disconnect the lower suspension
arms so you can pull the axles back out of the differential. Once that's complete, you'll focus on two small sliding
blocks placed in the bulkheads. Remove them, and you can then simply pull the differential out of the LST. It
sounds more complicated than it actually is, and after doing it a few times the procedure only takes a few minutes.
Differential and Driveshaft
Ring and Pinion Gears
Spider Gears
The differential of the LST is housed in a plastic case. If you look closely you'll also see that the top is clearly
indicated, ensuring that you don't put the differential in backwards. I wish more manufacturers marked their
differentials in this manner because many times you aren't paying attention to the orientation of the differential when
you pull it out. Then you're faced with studying the exploded diagrams to figure out which way to put the differential
in. A simple marking, such as what Losi has done, makes things so much easier.
The driveshaft is made from hardened steel and measures out at a thick 4.5mm. The CVD-style driveshaft has a
hardened steel output yoke which mates to the output shaft of the differential. The output shaft is notched to help
provide a positive holding point for the grub screw in the output yoke. As mentioned earlier, the grub screw is held
tight with red threadlock.
Once you remove the plastic case around the differential, you can get a good look at the actual differential
assembly itself. The ring and pinion use a beveled pattern, and 8x16mm bearings support both the differential and
pinion gears. Grease helps provide proper lubrication between the ring gear and pinion.
Diving a little further into the differential showcases the internal spider gear approach. The four gears coupled with
the side gears should easily handle the power of the .26 motor when its under a load. However the plastic case of
the differential may be the drivetrain's weakest link. Should you feel that the plastic housing isn't sufficient, Losi
offers aluminum upgrades in both a polished and blue finish.
The differential is filled with grease, to prevent the differential gears from unloading too easily. Losi has also sealed
the differential up so that differential lube can be used instead of the grease. I would recommend using differential
lube instead of grease when performing maintenance on your LST. The differential lube stays between the gears
better than the grease, providing more consistent operation.
Spur Gears
Transmission
Inside The Transmission
The transmission layout of the LST is different from the norm in the monster truck genre. For starters it's positioning,
which is perpendicular to the chassis length, means that the motor is positioned in a manner that eliminates
sending torque to one side of the chassis. This plays right into the well-balanced theme that Losi was striving for
when they designed the truck.
The dual spur and clutch bell gears are protected by a plastic guard. While this guard prevents your fingers and
large debris from getting caught in the gears, it doesn't offer a lot of protection from the transmission side of the
cover. Losi does offer an upgrade that will address this however, in the form of part number B3191. You may also
be surprised to notice the spur gears are actually plastic. However, the LST is equipped with a slipper clutch for
protection and the plastic spur gears provide a form of protection for the rest of the transmission since it's comprised
completely of steel and aluminum gears. It's much better to provide a plastic gear as a drivetrain failsafe than to
damage some of the more solid components of the drivetrain should the transmission encounter a load greater than
it could withstand.
Considering everything Losi has provided in the transmission, it's a rather compact unit. Located on the top of the
transmission, near the spur gears, is the gear-range selector. This knob can be twisted to select either the high or
low range gear sets. Both gear sets feature two speeds, but they differ in the speeds offered by each set of gears.
The low gear set offers lots of low end torque for climbing, while the high range offers the speeds that most of us
crave. With this feature, Losi has provided the best of both worlds.
Losi provides a well intended brake setup with the LST. While it looks as if it will provide plenty of braking power, I
am surprised there are no actual brake pads. Instead its stainless steel rotors being pinched by stainless steel
pads. While I will reserve my final judgment on this setup for the driving phase, I feel the end result will be very
touchy brakes. Without pads to help provide some progressive response to the brakes, it's normally hard to feel the
brakes as they are clamping down.
Once the transmission is opened up you can get a good look at the beefy gears that Losi has equipped the
transmission with. All of the gears inside the transmission are made from steel and aluminum. If you look closely
you can also see the shaft that connects to the gear-range selector, controlling what speed range the LST is
operating in. Once you spend some time surveying the thought train and hardware Losi used for the transmission
you can easily tell see that versatility and durability was their key goals.
Motor
Three-Shoe Clutch
Combustion Chamber
The Lost LST needs a powerful motor to get it up and moving, as it's not a lightweight truck. To accomplish this
task, Losi looked in the direction of a big block motor, and decided on a Mach .26. This is the same motor that
Dynamite made famous with their big block conversion kit for the Traxxas T-Maxx. The Mach .26 has a reputation
for providing good power while being easy to tune.
The motor is equipped with a large air filter with a reusable foam air filter element. To assist filtering the incoming
air, the air filter also utilizes a non-oiled outer element. The outer element keeps the larger dust and dirt particles
from reaching the inner filter, which in turn keeps the airflow and tuning more consistent. Once the air passes the
filter it flows into a slide carburetor with a 7mm bore. In case of a loss of power, in regards to the on-board
electronics, a factory installed throttle return spring keep the LST from running away.
The pipe and header combination are made to compliment the power range of the Mach .26, finished in flat black,
and emblazoned with Team Losi on it. The header is secured to the block with a spring, and the header and pipe
are fastened together by springs as well. The opposite end of the motor takes care of transferring the motor's power
to the transmission via a three shoe clutch housed under the factory 18/25-tooth clutch bell.
The motor head is anodized in blue, and is plenty large enough to provide all the cooling needs of the motor. Four
screws keep the head attached to the motor, while a replaceable head button holds the glow plug. The replaceable
head button allows for easy replacement should the threads for the glow plug become stripped, which can be more
cost effective than having to swap out the whole head.
Starter Assembly
Receiver Box
Inside The Receiver Box
To make the motor easy to start up, Losi has equipped the Mach .26 with a rotary starting system. This setup uses
a handheld starter to turn a hex on the starter backplate, which spins the motor. This starting method avoids the
use of a pullstart, but still keeps the added weight of an onboard starting system off of the truck. This type of
starting setup has quickly grown to the preferred choice of many in the past couple of years.
The receiver box is hinged at the rear, and held shut by a body clip at the front of the box. The semi-transparent
box is certainly a drastic difference from the black plastic that is often used to house the electronic gear of an RC
car or truck. It's easily opened and provides plenty of room for the factory installed JR RS300 synthesized receiver.
Should you want to install a failsafe you'll find there's plenty of room for one in the box as well. The receiver's power
is easily switched on and off by the switch located on the side of the receiver box. To help isolate the switch from
dirt and moisture Losi has equipped it with a silicone boot.
Battery Holder
Radio
Adjustment Buttons
In going over the entire truck, especially the receiver box, you may wonder if the LST is capable of being used with
AA batteries. The answer is yes, although in the long run I would opt for a receiver pack. Part of the reason is the
difficulty in accessing the AA battery holder, which is located under the fuel tank. While it can be argued that many
other trucks require the removal of a screw or two to access the battery holder, the Losi throws the fuel tank and
fuel filter in the equation. While its not the most difficult thing I've encountered I would most certainly use a receiver
pack and avoid using the holder altogether. This is in addition to the fact that a receiver pack is simply a much
better source of power anyway.
The final aspect of the Losi LST I should cover is the radio. When I first heard about the equipment supplied with the
LST, all I could say was "wow". Quite simply this is the best radio in any RTR package that I'm aware of at this
time. Not only do you get a radio with all the features that a hardcore hobbyist would ever desire, but the XS3 also
offers synthesized operation which eliminates the need to purchase extra crystal sets. I've been using an XS3 for
my own personal radio for nearly two years now, as I bought one soon after its release. So I can certainly vouch for
the abundance of features such as end point adjustments, third channel operation, and multiple memory slots. I can
also attest to the fact its nice knowing that I can easily switch to another channel should I have a conflict with
someone else.
The XS3 fits my hand very comfortably, and the weight of the batteries seems to balance the radio in my hand well.
The wheel has a foam cover which helps provide a nice comfortable point for your fingers to grip. Another feature
that I like is the fact that the steering wheel has an adjustment screw which affects the tension felt while turning it.
This helps to provide a wheel which can be tailored to give you a little more feedback when turning it, instead of
being able to just slam it from one direction to the other.
In its stock configuration, the controller is set to use grip button A as the reversing switch. Grip button B handles
the dual-rate duties, while button C functions as a lap timer. All of these buttons are easily reached by the thumb.
Right above the steering wheel you'll find a button that will allow you to adjust the steering trim, while to the left of
the steering wheel lies a button that will offer quick access to the throttle trim. These functions, and several others,
are also accessible using the buttons below the LCD display screen.
If the radio has one weakness it is this display. While it handles the task at hand, it is a little difficult to read when
compared to other digital radios on the market. It also lags behind when it comes to labeling the memory slots for
each model you set up, due to the fact that it only allows you to use a maximum of three characters. Despite these
minor shortcomings, the XS3 is still easily an outstanding radio for Losi to have packaged with the LST. I imagine
that the radio may even help lean some people in the direction of the LST, should they find themselves having
problems making up their mind.
Protective Film
Decals and Cooling Holes
Install Receiver Antenna
The Losi LST comes with a protective film to help save the body from damage during shipping. This film should be
peeled off before any stickers are applied. Using your fingernail, peel up a small piece of the protective film along
the edge of the body. Then you'll easily be able to grasp the rest of the film and pull it away. Once the film is
removed, the body's colors pop out even better than before!
Next you'll need to prep the lexan body for installation on the truck itself. Losi has already performed the hard work
by providing you the body and motor holes. However you'll still find it necessary to cut a hole in the windshield for
proper airflow to the motor's head, especially in warmer climates. I used a 1.75 inch hole saw to make the cooling
hole in the windshield, and a sanding wheel on my Dremel to clean up the edges.
Now you'll want to install the receiver's antenna. The antenna wire should be coiled up beside the receiver box,
while the antenna tube can be found in the bag of extra parts. Simply thread the antenna wire through the tube. Be
careful when pushing the antenna wire through the tube, as you don't want to bend or damage it. If you find it
difficult to feed the wire through the tube, sprinkle some baby powder on the wire before pushing it through. Another
method that works well is to place a couple of drops of bearing oil in the tube before pushing the antenna wire through.
Antenna Cap
Receiver Batteries
Starter Battery
To protect the excess antenna wire you'll want to install the supplied rubber antenna cap on the top of the antenna
tube. You'll find this cap in the bag of extra items. If you feel the need to further protect the antenna, a small piece
of shrink tubing can be used to cover the remainder of the wire. Do not cut the excess wire however, as it will affect
your radio range.
Installing the AA batteries in the battery holder is a little more troublesome than some vehicles. This is due to the
fact you'll need to remove the fuel tank to access the holder. It's only a matter of removing three screws, but the
normal procedure of opening a receiver box, is generally much easier. This is one reason I recommend using a
receiver pack instead. If you go with the receiver pack route, you'll want to use a flat 5-cell pack. You'll install the
pack in the designated location on the underside of the truck, and plug it into the harness from the receiver box that
the stock battery holder ties into.
The handheld starter should have a charged 6-cell pack installed in it. Most standard packs come with Tamiya
connectors, as that's exactly what you'll need. Remove the rear cover from the starter unit and plug the pack into it.
Pull the starter shaft off of the cover and insert the end with the black o-ring into the starter unit. Then replace the
rear cover.
To ready the JR XR3S radio for operation you'll need to have 8 AA batteries on hand, unless you have decided to
purchase a rechargeable transmitter pack and charger. I already had a pack and charger that would work with the
XS3, so that is the route I chose to go. If you use a charger that plugs into the radio, make sure you are using one
that's reverse polarity. The jacks on JR radios are backwards from other radios on the market, and using a
standard charger will result in damage to the radio. If you do plan on going the AA route, make sure you buy a
quality set such as Duracell or Energizer. Otherwise you may find they don't last as long and offer poor radio range.
Before any serious running, the LST's motor requires a break-in process to be
completed. This is standard fare for any nitro powered RC, and therefore
should come as no surprise. So I consulted the manual and familiarized myself
with the break-in process. Since there was a small discrepancy between the
LST's manual and the motor's manual, I chose to follow the guidelines Losi laid
out. I figured that they knew how hard their truck would work the motor.
Once I understood the break-in process required, I charged my 6-cell pack and
glow igniter. When those items were ready it was time to start the motor up. I
first primed the fuel tank by using the tank's primer button. After a few pumps I
saw the fuel head towards the carburetor, and knew that it was time to try and
start the motor. So I plugged the igniter onto the glow plug and inserted the
starter into its spot on the motor. It only took a few seconds of holding the
rotary starters button before the motor fired up.
The break-in procedure consists of a total of three tanks. These tanks should
be run with the needles in an overly rich setting. In most cases the default
settings will probably work, and should be the starting point. So I started with
these settings, which definitely seemed very rich as I started the break-in
process. However I kept a close eye on the truck to ensure that once it
warmed up the situation didn't reverse. I ran large ovals in the dirt, easing in
and out of the throttle.
I avoided any wide open or heavy applications of the throttle, instead maxing
out around half throttle. I found out the truck would stall quickly if it idled for
more than a few seconds at the rich settings, so I avoided backing off the
throttle completely. I could have adjusted the idle up some, however I knew
that once it was time to start leaning the needles I would be reversing any
changes I made. So I chose to correct the stalling with my trigger finger for the
moment, as it only required a light amount of trigger pressure to keep the
motor running.
The break-in process was truly uneventful and ran like clockwork as long as I
paid attention to making sure the motor didn't stall when I backed off the
throttle. I allowed the motor about 10 minutes to cool between tanks, to help
heat-cycle the motor. I didn't have any issues with any glow plugs dying, which
can often happen during the break-in process. In fact, the most difficulty I had
with the break-in process was trying to keep myself from finding out exactly
what the motor would do!
Once break-in was complete I started leaning the motor out for some power,
and shortly after making a few adjustments the Losi made its authority known.
The Mach .26 was making some mad power and getting this 13lb. truck up
and moving in a hurry. The LST is no lightweight truck, so I was expecting it to
feel a little on the heavy side even with a big block motor supplying the power.
However I was most certainly surprised at the response the LST shoved back
at me. Someone obviously didn't tell the truck it's a heavyweight, because it
certainly doesn't feel that way. The bottom end is very crisp and strong, but the
motor still provides plenty of upper end power as well.
Once dialed in, I decided to start giving the truck a workout. After all, a monster
truck is for jumping and there's no sense in wasting any time. So I started by
jumping a small dirt jump in the backyard to get a feel for the truck. It had no
problem at all flying off the jump and quickly absorbing the landing. It was easy
to head towards the jump, and give it a healthy dose of throttle right before it
took to the air. The LST would shoot forward in a burst of speed and then
quickly defy gravity before landing with sure-footed confidence. The exact
same applied when running the dirt jump in reverse as well.
Soon after break-in I ran into my first problem, although it was pretty minor in
retrospect. While running the LST, it suddenly lost all power, and the motor
revved with no response at all from the drivetrain. Inspection revealed that the
cross pin that holds the CVD together had fallen out, due to the grub screw
that should be holding it in place loosening up. I had some spare parts in my
pit box to repair this, and was back up and running in no time. I noticed, while
making the repair, that it appeared as if the grub screw was lacking in the
threadlock department. So I'm assuming it was missed when the LST was assembled.
I did some filming during these early runs, and allowed my son to jump behind
the wheel of the LST. He handled the truck admirably, but at the speeds he
tends to try and run at, the rather large area tends to shrink rapidly. There was
several occasions where the LST did catch a tree with one of its tires, several
of which I expected to see something break. However, only one of these
collisions resulted in a broken part. This would be the right front upper
suspension arm. Judging by the impacts I had seen, I was very impressed and
this broken part didn't discourage me at all.
Despite the trucks performance up until this point, one issue was starting to
raise its head. That would be the brakes, and I can't say that I was surprised.
Even with some endpoint and exponential adjustments, the brakes were still
too touchy for my tastes. They operated more like a light switch than providing
progressive braking action. The brakes were either on or they were off. This
most certainly has to be rough on the differentials and transmission even on
loose dirt-based surfaces. I cringe when thinking about brake application on a
high-traction surface such as pavement. It shouldn't be difficult to adapt some
brake pads for use with the LST, and from what I've seen they should most
certainly be a consideration for any LST owner.
With some smaller jumping behind me, it was time to up the ante some. So I
fell back to my trusty curved ramp to see how the LST would fare when we
increased the jump height considerably. It was certainly no surprise to see the
Mach .26 easily pushes the LST towards the sky. Like other big block trucks,
the torque of the motor combined with the large truck tires pointed the nose
skyward quickly once it left the ramp. The LST responded well to the brake
when it came to bringing the nose down, probably too well as a matter of fact.
As they would easily lock up just as they did when they were on the ground.
So it was very easy to find the nose of the truck headed towards the ground
instead of it just leveling off. The touchy feel of the brakes made leveling the
truck fairly difficult unless you were really careful with the application of the brakes.
There was a good side to the touchy brakes though, at least from the
perspective of a comprehensive review. This is due to the fact the front
bumper was getting a serious workout thanks to the nose first landings. It was
apparent from the abuse, that Losi had performed their homework in this area.
The front bumper easily handled the 13lb. truck crashing down on it. I did not
have any problems with any items on the front end of the truck breaking during
any of these jumps. A 13lb. truck needs to be rugged to survive some jumping,
and so far the LST was fitting the bill perfectly.
During the testing, my son came up with an interesting idea, something that
put the LST's climbing ability to the test. After he spent some time jumping the
LST, while I was filming, he drove the Losi over to a large split log and
proceeded to start driving over it. Even with the Losi in the high gear range, it
had enough torque to muscle its way over the log demonstrating the grip the
tires provided and how well the suspension dealt with this scenario. When the
truck was switched to the lower gear range, it cleared it yet again with no
problem. However the lower gear range felt as if it provided a lot more low-end
muscle to tackle climbing over the log. This was to be expected with the lower
gear range, but showcased the fact very well.
I spend several sessions testing and jumping the truck in this manner.
However during one of these I ran into a snag. When trying to start the truck
up for the first time on one of those days it failed to start. In fact, it never even
came close to starting. My first thought fell to the glow plug, but upon checking
the igniter's gauge, I quickly saw that was not the issue. With the fact I had an
ignited glow plug, the issue had to lie with the delivery of the fuel. So I pumped
the primer again watching the fuel closely. I noticed the fuel got to the point of
entering the filter, but then it would fall back down into the line towards the tank.
After spotting what was happening with the fuel, I was headed down the right
track. I then tried plugging the exhaust pipe's stinger with my finger while trying
to turn the motor over again. The result was the same as when I used the
primer button on tank. The fuel worked its way up the line but never got farther
than the fuel filter. So I was now certain of an air leak being the root of my
problem. I examined the tank closely for signs of damage but came up
empty-handed. Closely examining the fuel lines gave me the same result as well.
Aside from the motor itself having an issue, I was left with one major area to
consider. That was the tank's primer. While tank primers generally work well
when a tank is new, they are widely known to develop leaks over time. Usually
it takes a little longer than a few days worth of running, but it came as no huge
surprise that this was likely the issue. So I packed it up for the day, and
decided to work on the tank later that night.
I ended up gutting the tank of the primer. The button pulled off fairly easily,
and with it out of the way all I needed to do was to push the stem down into
the tank. It took some effort, but once the stem was fully in the tank, I could
then pull it out through the fueling hole. I dropped a small piece of scrap lexan
into the spot where the primer was, after I had cut the lexan to fit. Then I filled
the primer hole in with some Shoe-Goo. With the primer removed, I would
need to prime the fuel system by plugging the pipe's stinger with my finger.
This wouldn't be difficult though, and is what I'm normally used to doing with
most trucks.
With the fuel pressure issue being me, I wanted to spend some time with the
LST at nearby Hobby Park. The large jumps, combined with some of the
smaller double and quad-style jumps would certainly give the LST a workout,
and would test its abilities in this type of environment.
It took little effort to get the LST up and running now that the primer button had
been removed. Then, after starting the truck it only took a few minutes to get it
tuned correctly for the cool day. Soon I was putting down some good power
and ready to start beating on the truck yet again. So I set out for some of the
larger jumps saving the doubles and quads for a little later.
While I had performed some jumping in the backyard, the larger jumps at
Hobby Park would allow me to further my experience with the feel of the LST
while in the air. With the exception of the brakes, I found I was very
comfortable with the attitude the Losi displayed while in the air. It immediately
responded to throttle or brake, and after spending some time jumping with it, I
had a fairly good control rhythm set up to counteract the twitchy brake setup.
A simple quick stab seemed to work most of the time, and in a worst case
scenario just left the front end angled down slightly more than it should have
been. While I still would have preferred some fiber brake pads on the setup,
with some wheel time the LST's brakes were becoming a little more manageable.
When I landed nice and level the suspension would really shine. The four
jumbo-sized shocks, with their 5lb. springs, did an excellent job of soaking up
the landings. I even found that in this setting the shocks even provided plenty
of dampening action as well, as the truck did not have a "bouncy-feel" when it
landed level. When the landing wasn't perfect the shocks wouldn't absorb the
landing as well, but that was to be expected. However, the shocks supported
the suspension well enough that the truck would still manage to land on its
wheels even if the landing seemed to be a little clumsy. Judging by this
behavior, I'd say that Losi did an excellent job with the basic suspension setup
on the LST.
After spending some time with larger jumps, I decided to try my hand at some
of the technical areas offered. I started out around a double jump which offered
little challenge for the Losi. The horsepower provided by the Mach .26 easily
boosted the truck's speed as I approached the first hump. After a few runs I
could easily use this power to my advantage, and clear the gap between the
humps, landing past the second of them. With the fact I wasn't trying to jump
high, the LST flew with a fairly level pattern, requiring little correction in the
moments before landing.
The quadruple humps provided a little more of a challenge. With there being a
total of four humps the stakes were a little higher, and the driving needed to be
a bit more precise. With a setup like this you essentially have two clear
choices. You can "double" the first two, or the last two. I've always used the
latter approach, as I feel it's easier to correct the truck, upon landing, if you do
not have to set yourself up for another hump. The Losi LST made this very
easy, as the Mach .26 power plant easily provided enough low end grunt to
establish enough speed to clear the last two humps of the quad. In fact, I found
this easier than my run over the doubles, as the short run to clear the last half
of the quad made it easy to land perfectly on the downhill side of the last
hump. This helped the Losi LST keep itself perfectly composed coming out of
the triple, instead of needing some minor corrections upon landing.
After landing the LST from the quads, I would corner the LST to the right
alongside a couple of berms. The LST seemed to corner well, but I felt as if it
could run through this corner a little better than I was. However Losi didn't
facilitate a way to adjust camber, which I feel would have provided me exactly
what I was looking for in this situation. I still found I could corner fairly well
despite this, but had Losi provided a way to adjust the camber angle, I know
the truck would have been capable of a little more.
I spent more time running around Hobby Park that afternoon and the LST
enduring more than its fair share of punishment from jumping and crashing.
The day finally ended though when a bad jump, off one of the larger jumps,
resulted in a broken bearing carrier. I didn't have a spare with me so I had no
choice but to pack it in. I certainly don't look at the LST in a different light
because of it either. The time I spent running the truck up until that point was
far from being an easy ride. So a little parts breakage wasn't a big deal at all.
While I've covered any items that broke during my time with the LST, I still like
to provide a general synopsis of anything I encountered. The first issue
involved the CVD axle pin sliding out, causing the axle stub to separate from
the axle itself. I was able to replace the pin and get up and running again fairly
easily. The grub screw that was supposed to keep the joint tightened did not
appear to have any threadlock on it. So I believe, based upon this, that
threadlock did not get applied to this grub screw at the factory. Once I applied
threadlock upon reassembling the axle, I had no further problem with it.
The suspension arm that broke was a result of a collision with a tree. While
the truck held up well through several collisions, eventually something is bound
to break when this sort of thing happens. After all a 13lb. Truck hitting a solid
object while its doing 30-40 MPH is bound to break something if the hit is just
right. However this is easily cured, due to the fact that the suspension arms
are easily replaced. It's even easier because all of them suspension arms are
the same, making it simple to have a replacement part on hand.
Just like the suspension arm, the bearing carrier was a result of the truck
hitting just right. However it was a landing from a jump that caused this broken
part. It was an easy swap, even easier than the suspension arm. Also like the
suspension arms, the carriers are the same throughout the truck. This makes
keeping a few spares on hand easy, just like with the suspension arms. The
LST withstood many bad landings prior to this item breaking, so I really don't
feel that there's any issue regarding the carrier breaking.
The fuel tank primer was covered in great detail earlier, but I'll mention it again as well. This is one area I would
certainly like to have seen Losi approach from a different angle. Tank primers often cause more headaches in the
long run, and my experience with the LST showcased that very fact. Losi would have been better off providing a
primer-less tank, and instructed the owner to plug the pipes stinger to prime the carburetor with fuel. Unfortunately
the high capacity tank also offers this primer, otherwise it would be a perfect choice for those using a receiver pack.
I also found, through my testing, that the stock body is subject to an immense thrashing from the truck. After a few
rollovers and backend landings, the mass of the truck can give the body a healthier workout than a NASCAR short
track race. While some wear is to be expected, the body supplied with the Losi was pretty thin considering the
weight of the truck, and the rear end showed this the most. So when replacing the stock body, I'd opt for something
thick like a Pro-Line F-150, made for the Losi LST and Associated MGT. This body is molded from .060 inch thick
lexan, and should withstand the beating this truck will dish out much better than the stock body does.
One final issue that I should definitely cover is something involves a washer used on the crankshaft of the Mach .26
motor. The washer is supposed to fill in a little slack space between the motor's back plate and the connecting rod
of the piston. It works well, in regards to filling in this gap. However it doesn't hold up well to being rubbed between
the connecting rod and starter back plate while the motor is running. Over time the washer gets worn down, the
edge becomes sharp, and grooves are cut into its sides. Eventually the washer will fall apart, resulting in motor
failure due to the leftover metal fragments of the washer.
From what I've seen, and heard from Losi, this washer should be removed if you see this issue. All Losi LST's
being shipped now do not have these washers in the Mach .26 motor, to prevent future problems. If you are
planning on purchasing an LST, or already have, and wonder if this issue may affect yours, I suggest contacting
Horizon Hobby support for assistance. This is certainly an item that should be inspected, if you received a model
from one of the early runs of the LST.
See the Losi LST in action!
Resolution: Low Medium High
Losi has certainly put together an impressive truck for their first foray into the monster truck genre. A combination of
an easy to tune big block motor, plush suspension, and huge tires, is exactly the sort of thing that will attract many
hobbyists whether they are looking for their first truck or to add to what they already have. The added benefit of two
different gear ranges expands the truck's capabilities even further.
Despite the impressive truck Losi has put together, there are still some areas that are ripe for aftermarket upgrades.
The first of these would be to install a receiver pack, as it is much easier to charge a pack than to replace the AA
batteries situated under the fuel tank. If a receiver pack is used, installing the optional high capacity tank would be
an excellent upgrade as well for the backyard bashing crowd.
The brakes are way too touchy for my tastes. While they certainly don't lack any stopping power, I would prefer the
feel of some fiber pads between the rotors and calipers. I don't think anyone could think of complaining that the
stock brakes are weak.
Overall the LST is a great truck that offers plenty of power, yet still remains very nimble for its size. Most 1/8 scale
big block trucks such as this can't duplicate the handling and feel of a smaller truck. However Losi has managed to
mend the two characteristics together very well. Considering this is their first journey into the monster truck genre,
they have definitely performed their homework, and had a vision of what they wanted to achieve. With their goals
clearly in mind, they shot at the target and hit a bullseye.
Team Losi
Distributed Exclusively By
Horizon Hobby, Inc.
4105 Fieldstone Road
Champaign, IL 61822 USA
Phone: (877) 504-0233
Fax: (217) 352-6799
Website: www.horizonhobby.com
Associated
3585 Cadillac Avenue
Costa Mesa, CA 92626
Phone: (714) 850-9342
Website: www.teamassociated.com
Products used: Air Filter Oil
Dynamite RC Products
Distributed Exclusively By
Horizon Hobby, Inc.
4105 Fieldstone Road
Champaign, IL 61822 USA
Phone: (877) 504-0233
Fax: (217) 352-6799
Website: www.horizonhobby.com
Products used: Glow Igniter, 6-Cell Battery Pack,
Mega-Peak Charger
Maxx Products International
815 Oakwood Road, Unit D
Lake Zurich, IL 60047 USA
Phone: (847) 438-2233
Fax: (847) 438-2898
Website: www.maxxprod.com
Products used: JR Transmitter Pack and Charger
Trinity Products, Inc.
36 Meridian Road
Edison, NJ 08820 USA
Phone: (800) 848-9411
Fax: (732) 635-1640
Website: www.teamtrinity.com
Products used: Monster Horsepower Fuel (20%), After
Run Oil
Comments on RCU Review: Team Losi LST (Losi Super Truck)
Posted by: FAnTraXXasMAx on 02/10/2008
Profile I own one of these AWESOME vechicles and all I can way is "WOW"! This truck begs to be Abused, Thanks Team Losi for
bringing such a joy to my Life!
Posted by: geekbully on 05/06/2009
Profile I am REALLY impressed with the quality and detail of this review. Everything is spot on. I have a later model LST Mega
Baja and it performs exactly as mentioned. I learned something about why I have trouble starting it too. The primer issue
definitely needs addressing. Also this is my first truck so I thought such sensitive brakes were normal. Good to know there
are alternative brakes and that slower braking will save my transmission and differentials. Posted by: geekbully on 05/06/2009
Profile Page: 1 The comments, observations and conclusions made in this review are solely with respect to the particular item the editor reviewed and may not apply
generally to similar products by the manufacturer. We cannot be responsible for any manufacturer defects in workmanship or other deficiencies in products
like the one featured in the review. EMAIL THIS ARTICLE OR CHECK OUT THESE OTHER GREAT REVIEWS!
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