Wait; that can't be right. Has it really been five years since Team Losi introduced the Triple-X buggy? When the third-generation X-car debuted, it was nothing short of an off-road revolution, and it remains fresh to this day, but that hasn't stopped Team Losi from looking for ways to go faster. With the release of the Brian Kinwald Edition 2 version of the groundbreaking buggy, it looks as if the R&D guys have done just that. Just like the original "BK" Triple-X, the "BK2" is loaded with all of Losi's factory options. But there are also some drive-train and suspension tweaks that are much less obvious to the eye but stand to make a big impression on the track. Keep reading, and all will be made clear...

KIT FEATURES
CHASSIS. Like the Kinwald-edition buggies that precede it, the BK2's chassis is molded of graphite-plastic composite for reduced weight and maximum rigidity. The shape is classic Triple-X with raised sides that increase cornering clearance. Although the main chassis is the same, a new molded front pivot mount, rear pivot plate and aluminum rear pivot mount have been added to accommodate the new VLA (Variable Length Arms) suspension package (more on that later). All the new molded parts as well as the battery strap are made of graphite composite, and since the stuff is slightly conductive, battery-insulation tape is also provided to prevent the cells from shorting on the sills of the chassis' battery tray.

Left: In addition to aluminum preload collars, the BK2 gets a new, aluminum rear hinge-pin bracket. All of the aluminum parts get Losi's tasteful hard-ano'd finish. Right: The diff screw uses a pair of seals to keep dirt out, and the thrust spring is made of square wire to hold precise adjustments and outlast standard diff springs.

One of the BK2's most significant new features is its management of "friction dynamics," to use Team Losi's term. The BK2's MIP CVDs are significantly shorter and mate with longer diff outdrives. The new geometry reduces the distance the CVD's dogbones move inside the outdrives during suspension articulation ("dogbone plunge" is the term Losi uses). With reduced dogbone plunge, the BK2's suspension travel is smoother and the drag-braking effect of plunge friction is reduced. Speaking of friction reduction—Teflon-shielded ball bearings keep all the spinning stuff spinning smoothly. Say that five times fast.

PERFORMANCE
I tested the BK2 at my home track—Hot Rod Hobbies in Saugus, CA. I’ve raced buggies for years at Hot Rods, so I had a deep file of track impressions with other buggies to compare with the BK2. The track has an abrasive hard-packed clay surface, and it’s loaded with technical jumps and the turns flow pretty well—exactly the type of track the BK2 was built for. The hot setup at the track is to run red-compound Team Losi BK Bars in the rear, so I was a little skeptical about how the buggy would perform with the provided red X-2000s. After a couple of warmup laps, I pushed the car as fast as I could and found that it was pulling more stick out of the X-2000s than I would expect from my BK1. The BK2 also felt more stable through the rough sections. I would tense up, expecting the car to at least get a little out of shape, but it would just blast through with barely a wiggle. Buggies can feel nervous and edgy, but the BK2 had truck-like stability and grip (there must be something to that dogbone plunge and VLA suspension stuff). It was also quick from corner to corner, and that speaks mostly to the power of the Orion V2 motor I installed. But no car feels fast unless the transmission can do its thing efficiently, and the BK2’s gearbox does: it sounds pan-car quiet and spools up instantly.

Track time improves lap times, and after I put a few packs through the car, I was able to carve consistent lines on the asphalt-like surface. I ran the battery forward, as suggested by the manual, and that gave the slight on-power push expected of 2WD vehicles in general and buggies in particular. I could have done some tuning to get more mid-corner bite, but I left the front end alone because the push wasn’t something that really bothered me. Initial steering response was good with quick turn-in, and the predictable, mellow understeer made it easier to push the car without feeling uncomfortably close to the limits of rear traction. If you enter a corner too hot, you’ll lose a lot less time slowing to reduce understeer than getting marshalled for a spinout.

After a full day of running the BK2, I was thoroughly impressed by it, especially the rear end changes. I don’t believe X-2000s would have worked nearly as well with the original Triple-X geometry. In all, the BK2 simply felt better than the original Kinwald Triple-X in all areas of performance except jumping. Don’t get me wrong; it jumps great with a neutral midair attitude and appropriate sensitivity to throttle input—but so did the "old" Kinwald car.