Traxxas Jato
First Look and Track Test
First Look: Traxxas Jato REVOlutionizing the stadium truck
Words: Peter Vieira
For those of you not currently serving in the Air Force (or watching the Discovery Wings channel), JATO stands for Jet Assisted TakeOff, a fancy acronym for the process of strapping big ol’ rockets onto an airplane that needs to get airborne in a big hurry. It’s also the name of Traxxas’ new clean-sheet stadium truck, which the company hopes will deliver similarly scintillating performance—and the Jato sure looks like it will deliver. As soon as our photo-sample Jato emerged from its bubble-wrap cocoon, we instantly recognized it as something special—a truck like no other, and about as far removed from a Nitro Rustler as Traxxas could possibly get. You can forget any “just like the (insert truck name)” comparisons here. The Jato is innovative, unique and all-new—and makes its official debut right here, right now.
CHASSIS
Naturally, the chassis is fully countersunk. There are openings for the starter housing, flywheel (bump-start, anyone?) and fuel-tank sump.
The mid-chassis battery location could be the hot setup for more steering.
DRIVETRAIN >> INTERNAL 2-SPEED That's right, the Jato is a shifter, and the mechanism is completely contained within the gearbox—no bulky (and contamination-prone) double spur gears here. It's a pawl-type unit, incredibly compact, and the shift point is fully adjustable via a plug-sealed port in the transmission housing.
The 2-speed is very compact. This is the pawl side; note the aluminum input gear
Note the dual top-shaft gears and the gears that flank the idler—that's where the 2-speed magic happens.
>> REVO-STYLED SILICONE-FILLED SEALED GEAR DIFFERENTIAL For racers, this is an even bigger deal than the 2-speed. Unlike a ball diff, there's no chance of loosening (or the diff-gear meltdowns that result), and you can easily adjust the diff action by varying the viscosity of the diff fluid. This adjustability simply does not exist with a ball diff. Like the Revo, the Jato diff is sealed by a controlled-crush gasket and X-ring output seals, and the gears are hardened steel. Ordinary shock fluid is used in the diff; Revo diff fluid is too thick, says Traxxas.
A silicone gasket and X-ring seals keep the silicone fluid where it belongs: inside the differential.
Diff access is simple, and the drive yokes' pins are threaded for easy removal.
Three pads and thick heat-sink pressure plates help the slipper handle high loads. The spur gear can be removed without altering the clutch setting.
>> TORQUE CONTROL SLIPPER CLUTCH This Revo-proven design uses semi-metallic friction material and finned-aluminum alloy pressure plates to dissipate heat. The spur gear can be removed without altering the slipper adjustment, and a center ball bearing keeps the action smooth and virtually maintenance free, says Traxxas.
The brake rotor is a thick semi-metallic disc. See that E-clip? It's the only one on the truck.
>> LARGE DIAMETER DISC BRAKE "Jato lets you brake later and dive harder into the corners," says Traxxas, thanks to the semi-metallic rotor that hangs off the left side of the transmission, Losi-style. Traxxas claims the new material outperforms graphite and fiberglass rotors, and based on what the stuff does for the Revo's brakes, we believe it.
Though smaller than the Revo's, the Jato's telescoping universals use the same curvilinear spline design and bellows seals.
>> UNIVERSAL-JOINT AXLES WITH DUST BOOTS More Revo-style stuff here. True curvilinear splines operate with far less binding under load than the square-cornered splines of old, and they can handle much greater travel extremes than conventional axles. Bellows-style dust boots keep grit out of the works.
>> RUBBER SEALED BALL BEARINGS What's the point of going RTR if you have to take it apart for bearing maintenance? All the Jato's exposed bearings are rubber-sealed, so you can leave your bearing cleaner and micro-oiler at home.
The axles use 12mm hex hubs and will accept Traxxas' existing 2.2-inch truck wheels if you want to mount standard tires. Note the screw-in hingepins and the extra beef on the upright where it meets the suspension arm.
Threaded shocks, turnbuckles and vertical ball studs (among other features) make the Jato easy to tune.
>> FULLY ADJUSTABLE Chunky, 4mm steel turnbuckles set front and rear camber, and vertical ball studs let you alter the front roll center easily. In the rear, five inboard camber positions are available, and the shocks each get three upper and five lower mounting options. Rear toe and anti-squat can be altered by switching out the forward hingepin bracket. Wheelbase is adjustable at the rear hubs, and an optional swaybar set will be offered. Your best setup has gotta be in there somewhere!
Note that the 'cranks stay with the front clip for easier disassembly.
>> ZERO BUMP-STEER The Jato's steering bellcranks are angled back to match the steering arms' caster angle, so bump-steer is eliminated; 30-degree caster blocks are standard, and there's a 25-degree option set. A cam-type servo-saver is built into the bellcranks, and it's actually accessible with a wrench—most trucks bury their servo-savers.
And you thought the shocks looked short. The Jato's GTR shocks are the same length as other stadium trucks' (here, an RC10GT RTR unit) but much greater in diameter.
>> GTR SHOCKS Like the hard-anodized aluminum shock bodies? Gotcha—they're actually made of a nylon composite! We were fooled, but not just by the look. They feel super-smooth, like “liquid silk" as Traxxas says. Traxxas also claims the shocks' “computer-analyzed body size and volume maintain optimum oil temperature and the most consistent oil viscosity." We can certainly confirm that they're big! Silicone X-seals keep the fluid inside, bladders handle volume compensation when the heavy-duty 3.5mm shafts slide into the bodies, and threaded preload adjusters are standard.
ENGINE AND ACCESSORIES
Here’s a familiar looking mill. The TRX 2.5 is Traxxas’ answer to the Chevy small-block.
>> TRAXXAS TRX 2.5 RACING ENGINE If you’re not familiar with this engine by now, you must be new to RC Car Action (enjoy the mag, kid). Traxxas mounts the engine dead center in the chassis for perfect left-to-right weight distribution, and the TRX 2.5 is still the most powerful original-equipment .15 engine we’ve ever tested. If it’s powerful enough to make the T-Maxx and Revo some of RC’s fastest monsters, imagine what it will do in the “little” Jato. Actually, you don’t have to imagine— Traxxas claims 55.8mph! >> TRAXXAS TRX 2.5 RACING ENGINE EZ-START Traxxas’ onboard electric starter is well proven in the Maxx-series trucks and the Revo, and the Jato gets the latest version with revised electronics for even greater reliability. There’s the obvious convenience of one-handed, pushbutton starting, but the setup also lets you know if the glow plug is bad or not connected properly, and it shuts down if overloaded (due to a flooded engine, for example). The EZ-Start plugs into the chassis’ rollover hoop, which also serves as a carrying handle.
>> DYNO-TUNED PIPE AND HEADER According to Traxxas, the Jato’s exhaust system is designed to enhance bottom-end performance. The stock pipe is composite plastic and mates with a tubular aluminum header. Traxxas plans a line of “Thruster” pipes that will let you tweak the engine’s output for midrange or top-end performance. >> LOW-PROFILE FUEL TANK We tend to think of fuel tanks as mere boxes for fuel, but there’s a lot of tech here. Internal baffles and a lowered sump help maintain consistent fuel flow, and a sintered bronze filter keeps outgoing fuel clean. An extended filler handle makes it easy to yank the tank open with the body on for fast pit stops, and a molded-in spillway directs overflow out the bottom of the chassis. And, the tank is centered in the chassis, so fuel depletion won’t affect chassis balance.
>> SLAMMED SHELL The Jato's sheet metal (so to speak) looks ultra-low, yet there are no shock-tower bulges and barely a roll cage—it's as sleek as trucks get. Naturally, it's completely finished at the factory in ProGraffix style. Look closely, and you'll see that the rocker panels blend neatly into the chassis' mudguards, giving the Jato a finished, nearly seamless look. Slick.
Threaded shocks, turnbuckles and vertical ball studs (among other features) make the Jato easy to tune. >> TRAXXAS 2.8 WHEELS AND VICTORY TIRES Legal, schmegal. The Jato's new 2.8-inch wheels make the 2.2-inch standard look downright wimpy, and the split-spoke chrome hoops make us wonder why we ever went to dish wheels. But there's more to Traxxas' new standard than style; the larger wheel means the tires' sidewalls are much lower, so tread movement is reduced. The tires slot into the wheels buggy-style (or Revo-style, if you like) and are factory-glued. Wanna race? The Jato can also accept Traxxas' ROAR legal 2.2 rims.
>> TRAXXAS 2.8 WHEELS AND VICTORY TIRES Legal, schmegal. The Jato's new 2.8-inch wheels make the 2.2-inch standard look downright wimpy, and the split-spoke chrome hoops make us wonder why we ever went to dish wheels. But there's more to Traxxas' new standard than style; the larger wheel means the tires' sidewalls are much lower, so tread movement is reduced. The tires slot into the wheels buggy-style (or Revo-style, if you like) and are factory-glued. Wanna race? The Jato can also accept Traxxas' ROAR legal 2.2 rims.
>> THE VERDICT (so far) Hey Traxxas, thanks for sharing the Jato with us, but not being able to drive it has been sheer agony! We won’t know what the Jato can really do until we drive one, but we have plenty of experience with the TRX 2.5 engine, so we know it will be fast and reliable, at the very least—and for many RTR buyers, that’s all that really matters. But we think the Jato has the potential to hang with the best (and based on last month’s “Inside Scoop” pics of a pull-start, race-spec Jato, we think Traxxas has the same idea). It might turn out to be the best RTR stadium truck. We wonder if it could also be the best racing truck.
Track Test: Traxxas Jato Behind the wheel at last with Traxxas' stadium shocker
Words: RC Car Action Team
You saw it first in RC Car Action, and now we're the first to wheel the hottest truck since the Revo. The all-new Jato is a ground-up rethink of what a nitro stadium truck should be. It's completely unlike any previous Traxxas stadium machine (nitro or electric) and borrows freely from the Revo's DNA to deliver a blend of racing features, Traxxas' popular convenience touches and TRX 2.5 power in one versatile, high-performance, ready-to-run package. The Jato has a serious stance and a lot of attitude. Let's hope it can back it up in the dirt and on the track!
KIT FEATURES CHASSIS. We're used to seeing 6061 T6 aluminum as a chassis material for nitro trucks, but Traxxas stepped up with a full 3mm of the stuff and radiused the edges for extra strength. The radiused edges also blend nicely with the plastic, buggy-style mudguards that flank the chassis to keep dirt away from the electronic gear. And if that line of defense fails, mud and crud still have to get into a fully enclosed receiver box before they can do any harm. On the rear of the truck, there's a sealed "trunk" for a 4-cell AA receiver pack, or you can run a 5-cell flat pack in an optional position between the fuel tank and the engine. A rollover hoop protects the engine and is also home to the EZ-Start socket. It's accessible with the body on, so you don't have to mess with body clips to start the engine. DRIVETRAIN. There's a lot of innovation packed into the Jato's transmission. It's the first nitro stadium truck to use a silicone-filled gear differential and the first with an internal, 2-speed transmission. We've seen 2-speeds for trucks before but always in the form of exposed, double spur-gear units "for on-road use only." The Jato's setup is completely internal (and, thus, fully off-roadable), but the pawl-type mechanism is still easily adjustable via a rubber access plug in the top of the tranny. Being able to adjust the tranny's shift point is a big tuning aid; so is adjusting the differential action. Although it's smaller than a Revo diff, the Jato's bevel-gear diff is constructed in the same way. X-ring seals prevent silicone from sneaking past the output shafts, and a controlled-crush gasket seals the diff case. Because of its compact size, shock-weight fluids are used in the diff instead of the super-gooey weights usually used in 1/8-scale trucks and buggies. Universal joints and telescoping plastic axles link the diff to the rear wheels, and Revo tech is employed here as well. The telescoping shafts have true curvilinear splines that slide much more freely under load than the old square-spline parts of previous Traxxas trucks, and bellows seals keep the splines grit-free. Another tunable feature is the Jato's Torque Control slipper clutch, which it borrows from the Revo. The heavy-duty design uses cast-aluminum pressure plates and three semi-metallic pads to dissipate heat, and the face-mounted spur gear can be removed without altering the slipper setting. The Jato's brake system is one of the few areas that give a nod to existing truck designs, namely the Losi Triple-XNT. Like the Losi truck, the Jato's brake is integrated into the transmission case, and the rotor is mounted on a lobed hub instead of a hex to better distribute braking force and extend the life of the rotor. The rotor is a thick, semi-metallic cookie that should easily outlast a plastic or fiberglass rotor.
INCLUDED ELECTRONICS & ACCESSORIES TRAXXAS TQ RADIO SYSTEM We usually bag on this radio for its funky shape and limited tuning options (as in "none," aside from trimming and servo-reversing), but it is dead-nuts reliable, so there. Unexpected bonus: the receiver is a 3-channel unit. TRAXXAS 2055 STEERING SERVO This is the "geared for torque" version of Traxxas' standard servo, and it doesn't have any trouble keeping the Jato pointing in the right direction. According to Traxxas, it's good for 80 oz.-in. of torque. TRAXXAS 2018 THROTTLE SERVO The 2018 is Traxxas' workhorse standard servo; it has been in everything. It works just fine in the throttle/brake roll. TUNING DVD Revo and T-Maxx 2.5 owners are already familiar with this DVD. It lets you see and hear a properly tuned engine in action. There's no better way to learn how to tune the TRX 2.5. INCLUDED TOOLS Along with the starter wand for the EZ-Start system, Traxxas supplies all the hex wrenches and tools you need to do routine maintenance, and there are extra air-filter elements and a tube of air-filter oil.
ENGINE AND ACCESSORIES. The TRX 2.5 has earned a spot high on our list of favorite engines because of its prodigious power output and Toyota-like reliability. It has a true-turning pilot-shaft crank, an ABC piston and sleeve and the standard, cast, heat-sink head; the Revo's blue-anodized Type R version is an option. A bolt-on tubular manifold sends gases to a composite-plastic tuned pipe that Traxxas says is tuned to favor torque over ultimate rpm. Fuel is stashed in a new tank designed just for the Jato. It's a low-profile design with internal baffles to minimize sloshing, an internal sintered filter and a spillway to route overflow out through the bottom of the chassis. Our favorite feature is the tank's lid handle, which lets you yank the lid open without removing or reaching under the body. To get everything running, Traxxas' well-proven EZ-Start electric starting system does its thing. Traxxas has believed in electric starting since the Nitro Sport, and its latest system is highly refined. In addition to cranking the engine, it can detect a bad plug and will shut itself down if it's overloaded. SUSPENSION AND STEERING. Yet more Revo-tech, most notably in the shock department. The GTR dampers use the Revo's internals, including nutted pistons, heavy-duty 3.5mm shafts and X-ring seals. But instead of polished-aluminum bodies, the Jato has molded plastic parts that look just like hard-anodized aluminum. Threaded collars take care of preload adjustments, and shock angle can be adjusted by selecting one of four holes on each suspension arm and one of three on the shock towers. By the broadest definition, the Jato's suspension is a "lower H-arm/upper camber link" arrangement, but it's the details that matter. With the exception of the inboard camber-link ends, all the rod ends are captured, so they can't pop off. The front camber links are vertically mounted for easy roll-center adjustments, and thick, 4mm steel turnbuckles set camber and toe with rugged precision. There are even swaybar mounts integrated into the suspension arms; this makes the Jato's suspension as tunable as any race truck's. The only thing you won't find is an E-clip; all the hingepins are captured or screwed in, so they stay put without needing RC's peskiest hardware.
ABOVE: There's no wasted space on the Jato. The chassis appears to be offset slightly, but it's an illusion created by the pipe and mudguard. Note that the engine and fuel tank are centered in the chassis.
ABOVE: The composite-plastic pipe is tuned for torque and well protected by the chassis' mudguard.
BODY, WHEELS AND TIRES. Like all Traxxas RTRs, the Jato's shell is factory-finished. It's a thoroughly modern design that flows neatly into the chassis' mudguards for a smooth "wraparound" look, and an open-top engine compartment and EZ-Start access port make starting and tuning the engine a body-on affair. If you open the windshield, you can also fuel the Jato without removing the body. As stylish as the body is, it's the wheel and tire combo that really sets the Jato apart from the crowd. Instead of boring dish wheels, Traxxas specs an aggressive-looking set of split-spoke hoops with a satin-chrome finish. They're oversized, too—2.8 inches instead of the 2.2 standard. Low-profile Victory tires with foam inserts slot into the wheels from the sides of the rims (like 1/8-scale buggy tires) and are factory-glued. Although the wheels are oversized, the low-profile tires are about the same diameter as a standard 2.2-inch combination. ABOVE: the front shock tower is the slimmest we've ever seen! Vertical ball studs and seven positions for every shock make the Jato highly tunable. ABOVE: the rear hub carriers wrap around the suspension arm, and the camber links are captured, so the Jato is just about crash-proof. ABOVE: the Victory tires and 2.8 wheels combo looks great and delivers a good mix of on- and off-road traction. What's an X-ring? You're familiar with O-rings, right? Here's a pair of O-rings shown in cross-section inside a shock. Each ring provides one sealed point on the shaft. X-rings are O-shaped, but their cross-section is an "X." This shape provides two seal points, so two X-rings seal as well as four O-rings. Now you know. Factory Feedback Traxxas R&D driver Steve Slayden talks Jato RC Car Action: What was your reaction when you first heard about the Jato project? Steve Slayden: I thought it was great. I had been eagerly awaiting the next-level Traxxas stadium truck for a while. We revamped the Nitro Rustler with the 2.5 engine, and that made a lot of people happy, but I really wanted to see a new chassis. RCCA: Was the Jato on the drawing board even as you were updating the Nitro Rustler, or was it the Rustler's performance with 2.5 power that made Traxxas say, "Hey, we gotta build a new truck"? SS: Ideas start for all kinds of products at any given time. Sometimes, they go right into something we're working on; other times, they're saved for a later project. I'm sure there were ideas floating around. RCCA: When you first got your hands on a 2.5 Rustler, were you thinking, "Man, this could really be something with the right chassis underneath it"? SS [laughing]: Yeah; I mean, the Rustler is awesome for what it is. But engines are getting more powerful, tracks are getting bigger—and not just tracks, but peoples' expectations for performance are higher. I knew the truck would have a lot of killer features—some, I knew about, others, I didn't. When I saw the truck for the first time, I thought it was awesome. It even had a few things that I didn't expect, especially in an RTR. Jato is much more capable of harnessing the power of the TRX 2.5. RCCA: Did you have a lot of input in terms of which features the Jato should have? SS: Yes, we talked about what I would like to see in a stadium truck—not just for racing, but also for bashing, playing, construction-site stuff. Of course, being a racer at heart, I'm more for a track-only vehicle, but I try to give as much input as I can not just for racers but for all drivers. There isn't another truck that I can recall that has driven like the Jato, as far handling on a wide variety of surfaces goes. There's difficulty controlling most of the stadium trucks with a lot of horsepower out there—in the sense of being able to make them corner, steer, just put it where you want it. We spent a lot of time getting the "out-of-the-box" setup right so the truck would be forgiving on a variety of surfaces and not just a track vehicle or just a basher vehicle. The Jato is just great, I can almost envision a whole new type of class based on its capabilities on a variety of different surfaces—asphalt, gravel...you name it. Like a cross-country course. RCCA: Will more tread designs be coming for the 2.8 wheels? SS: Yes, we have some on-road and off-road tires in the works for the 2.8–and more 2.8 wheel designs, too. RCCA: How about a Jato-style wheel in a standard 2.2-inch size for guys who want to run the currently available racing tires? SS: I'd like to see that, but meanwhile, I think you'll see a resurgence of Traxxas dish wheels! They work well; they're light; they're fine. But for styling, a 2.2-inch Jato-style wheel would be great. RCCA: You've hit a few big races with the T-Maxx and Revo. Will you race the Jato at any nationals? SS: I plan to do some stadium truck racing. As far as pushing it to be a national competitor with a full-on race program or team goes, no. But the Jato is capable on the track. It has plenty of setup features, plenty of options to dial it in on any track. I think it will do very well. RCCA: What's your favorite thing about the Jato? SS: I knew the options would be there for setup and tuning, but what I really like are the cool little features—the "Revo-esque" stuff: the fuel tank with the overflow tube, the chassis handle, the integrated fuel-line clips, the captured rod ends, the knob adjustment for the brakes instead of collars, high-quality seals for low maintenance, and, of course, the hex hardware. RCCA: Any chance of an electric Jato? SS [laughing]: Well, me personally, yeah, I think there could be a chance. But I haven't been involved in anything yet. I think it would be great to do an electric Jato. RCCA: Thanks, Steve–that teaser is the perfect ending!
Factory Feedback Traxxas R&D driver Steve Slayden talks Jato RC Car Action: What was your reaction when you first heard about the Jato project? Steve Slayden: I thought it was great. I had been eagerly awaiting the next-level Traxxas stadium truck for a while. We revamped the Nitro Rustler with the 2.5 engine, and that made a lot of people happy, but I really wanted to see a new chassis. RCCA: Was the Jato on the drawing board even as you were updating the Nitro Rustler, or was it the Rustler's performance with 2.5 power that made Traxxas say, "Hey, we gotta build a new truck"? SS: Ideas start for all kinds of products at any given time. Sometimes, they go right into something we're working on; other times, they're saved for a later project. I'm sure there were ideas floating around. RCCA: When you first got your hands on a 2.5 Rustler, were you thinking, "Man, this could really be something with the right chassis underneath it"? SS [laughing]: Yeah; I mean, the Rustler is awesome for what it is. But engines are getting more powerful, tracks are getting bigger—and not just tracks, but peoples' expectations for performance are higher. I knew the truck would have a lot of killer features—some, I knew about, others, I didn't. When I saw the truck for the first time, I thought it was awesome. It even had a few things that I didn't expect, especially in an RTR. Jato is much more capable of harnessing the power of the TRX 2.5. RCCA: Did you have a lot of input in terms of which features the Jato should have? SS: Yes, we talked about what I would like to see in a stadium truck—not just for racing, but also for bashing, playing, construction-site stuff. Of course, being a racer at heart, I'm more for a track-only vehicle, but I try to give as much input as I can not just for racers but for all drivers. There isn't another truck that I can recall that has driven like the Jato, as far handling on a wide variety of surfaces goes. There's difficulty controlling most of the stadium trucks with a lot of horsepower out there—in the sense of being able to make them corner, steer, just put it where you want it. We spent a lot of time getting the "out-of-the-box" setup right so the truck would be forgiving on a variety of surfaces and not just a track vehicle or just a basher vehicle. The Jato is just great, I can almost envision a whole new type of class based on its capabilities on a variety of different surfaces—asphalt, gravel...you name it. Like a cross-country course. RCCA: Will more tread designs be coming for the 2.8 wheels? SS: Yes, we have some on-road and off-road tires in the works for the 2.8–and more 2.8 wheel designs, too. RCCA: How about a Jato-style wheel in a standard 2.2-inch size for guys who want to run the currently available racing tires? SS: I'd like to see that, but meanwhile, I think you'll see a resurgence of Traxxas dish wheels! They work well; they're light; they're fine. But for styling, a 2.2-inch Jato-style wheel would be great. RCCA: You've hit a few big races with the T-Maxx and Revo. Will you race the Jato at any nationals? SS: I plan to do some stadium truck racing. As far as pushing it to be a national competitor with a full-on race program or team goes, no. But the Jato is capable on the track. It has plenty of setup features, plenty of options to dial it in on any track. I think it will do very well. RCCA: What's your favorite thing about the Jato? SS: I knew the options would be there for setup and tuning, but what I really like are the cool little features—the "Revo-esque" stuff: the fuel tank with the overflow tube, the chassis handle, the integrated fuel-line clips, the captured rod ends, the knob adjustment for the brakes instead of collars, high-quality seals for low maintenance, and, of course, the hex hardware. RCCA: Any chance of an electric Jato? SS [laughing]: Well, me personally, yeah, I think there could be a chance. But I haven't been involved in anything yet. I think it would be great to do an electric Jato. RCCA: Thanks, Steve–that teaser is the perfect ending!
PERFORMANCE Time to drive. Our test Jato is the truck that starred in last month's "First Look" article, but we couldn't drive it then because some parts (most important, the exhaust pipe) were non-functional mock-ups. After a quick trip to Traxxas for new "real" parts, our Jato was ready to test, but first we had to break in the engine. Although we didn't have a Jato manual, we were still able to follow Traxxas' recommended break-in procedure, since it's the same for all TRX 2.5-equipped vehicles. The Jato started as easily as the other TRX 2.5-equipped trucks we've tested, and even during break-in, it idled well and restarted easily. With each tank, it became more apparent that the Jato would be hellaciously fast, and when we eventually cut loose, the radar proved it. The Jato posted a best run of 50.8mph without even breathing heavily. Factor in variances in fuel, engine tolerances and operating conditions, and Traxxas' claim of 55.8mph falls well within the realm of possibility—especially if you juice the nitro content up to 30 percent (we ran 20 percent Traxxas Top Fuel). With radar testing wrapped, it was time to goof around on pavement. The Victory tires' low profile, flat carcass and "dual-purpose-ish" tread pattern hooked up well, and the Jato was surprisingly nimble, even as it hit the three-wheel motion in tight turns. It pushes at the limit, but it has lots of steering until the front tires run out of traction. The 2-speed shifts very smoothly, especially for a pawl-type unit. We theorized that the smaller, lighter mechanism engages with less of a whack as the pawl grabs the drive pin, but whatever the reason, it works. And the brakes work, too: there's wheel-locking power on demand and good control when less aggressive trigger work is required. But remember, it's a 2WD truck, so don't expect it to out-brake a 4WD vehicle. A nearby soccer field gave us a chance to bomb around on short grass, and the Jato made short work of the green stuff, but we were really itching to get it into the dirt. The local outdoor tracks had not yet been groomed for the new season, but as luck would have it, RC Excitement in Fitchburg, MA, had just opened its doors and finished Bobcatting an indoor off-road layout. Road trip! Owner Todd Anderson gave us the full run of the track, which was a wet mix of dirt, clay and sawdust (to help it dry out) that started out sloppy and got stickier with each lap. We started with the stock tires, but they weren't ideal for the track conditions. Nonetheless, we kept driving until we were running consistent laps, and we posted an average lap time of 25 seconds. Then we pitted for race rubber and mounted Team Losi Directional Rib front tires and Step Pin rears on Traxxas dish wheels. With the right rubber, the Jato instantly trimmed nearly seconds off its average lap time, and it had a greatly improved steering feel and overall traction. In fact, it had enough grab to wheelie on the straight if it caught a bump just right. Turn-in was aggressive, and the chassis rotated nicely in the turns with just a hint of oversteer. The spring and damping rates were well within the acceptable range—no excessive bottoming or harsh rebounding, and the truck handled predictably on jump launches and landings. Although we didn't test it side by side with other nitro trucks (that's a shootout for another day—on an outdoor track where fumes can dissipate—cough!), the Jato certainly looked and felt as fast as the established racing players.
THE VERDICT Nitro Hawk? Nitro Sport? Nitro Rustler? It's tempting to call them evolutionary steps along the way to the Jato, but they really aren't. Traxxas' newest truck is a clean break from that design legacy (and the stadium truck status quo) and owes much more to the Revo and its groundbreaking design than to any other Traxxas truck that came before it. The Jato is an inspired design that deserves credit not merely for being different but for being better. The Jato blends competition-worthy performance with RTR convenience and new-driver friendliness—not just in terms of being assembled for you, but in its reliability and ease of operation once it's out of the box. Hopefully, we'll see a lot of guys at the track getting started with a Jato and sticking with nitro power because Traxxas really did it right.
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