Features
Sometimes you look at a car and are impressed with the way it looks, feels, or performs. When you look at the RRR, you'll get two of those three attributes, and when it hits the track the final one is taken care of. The RRR has so many little details that it was tough to just point out a few. While you'll love the little things, the overall picture of the car's design won't be clear until you hit the track.

Lay Down
The overall theme, if cars have themes, is an ultra low center-of-gravity. This is first visually apparent by the orientation of the steering servo and throttle servo, which have traditionally stood upright, but now have been turned on their sides. To further keep the mass of the car as low as possible, the battery is found underneath the fuel tank and straight down the center. Everything about this car was designed to keep the weight and polar moments as close to the center of the chassis as possible.

Front End Appeal
The front of the car is just as functional as the rear suspension with a fully adjustable pivot ball design. The caster clips let you adjust the caster quickly. Along with the droop screws, threaded shocks, and standard front one-way diff, there's an adjustable blade-style sway bar to adjust. Simply rotate the bar to increase the stiffness and of the front. Making the flat spot vertical will increase rear grip and running it flat will increase steering. The only point of the car we second-guessed is the RRR's front dogbones. Yes, dogbones allow the front end to be "freer" and steer better, but we've had our problems with dogbone ejections with similar designs.

Little Spinning Things of Fury
While not apparent to the normal eye, Kyosho is quick to point out that most of the things that spin, like the 2-speed and flywheel, have been optimized to be as small as possible. This reduced inertia will equate into increased performance. Since the spur gears and flywheels are small in diameter, this allows most of the rotating mass and the engine itself to sit as low in the chassis as possible.

Instructions and Set-Up
The instructions are typical Kyosho with detailed drawings, but with little helpful text for those who prefer to read something. They are very intuitive and easy to follow, so even less experienced racers shouldn't have any issues. I didn't like that there is no setup information or tuning suggestions in the instructions. They do include several tables, which include front overdrive, gear ratio, roll out, and distance travel per one engine rotation. There is a "pro" setting sheet that is supposed to be your starting setup, and the instructions always reference you to look back for the length or angle of a building step. It's a slight annoyance, but the end result is a well handling car.

Rear End
The rear suspension of the RRR has been reworked, and just looking at the design you'll know it means business. You'll notice that the rear camber link is set really high in the car to allow the proper fitment of wheels and also to match the higher CG of nitro cars for improved handling. To adjust the car's handling characteristics you simply add or remove shims under the ball stud. It's a quick, easy way to improve the handling of the car and one of the most used tuning options.

Tuning Made Easy
Well maybe not easy, but the V-One RRR has one of the most adjustable suspensions on the market. This makes it simple to dial the car into any track and just as easy dial yourself out of any track. There are a few adjustments on the suspension that are pretty trick. The rear pin angle can be adjusted very easily by removing a plastic guide and replacing it, or flipping it over. This allows you to make quick, accurate changes to the geometry of the suspension. It's little details like these that make the car not only fast on the track but also friendly in the pits.

Testing
Wet weather pretty much ruined our month and it didn't have a positive effect on the track either. Revelation Raceway (www.revrace.com) is usually pretty high grip, but the rain washed away most of the stick and left a fine coat of dust to further reduce the traction. The engine was broken in on the car and dyno'd for our guide in this issue and was ready to throw down the power. The large flowing track made testing a little easier but it was a little more white-knuckled than most of the conditions this car would see.

Acceleration - And gone. Once the clutch was set right and the engine was singing the tune of the right settings, the RRR was Gone Gone Gone. Even with less than perfect traction you can feel the result of multiple R generations and weight reduction pay off. The power of the REX engine and the lightweight drive train produced an impressive forward movement.
Rating: 10

Top Speed - I never get tired of hearing a tiny .12 engine screaming down the back straight shifting and lighting up the radar gun at speeds real cars cruise at. The RRR is geared for big tracks and once shifted in to second the ride to top speed is a good one.
Rating: 9

Braking - Of course there is a downside to including a front one-way in the kit. Sure, it makes the car faster in most corners and pull hard out of them but if there's any chance of you hitting the brakes and slowing down to out brake somebody, it better be going dead straight and you better not get to frisky with the trigger. While setup and tweak reduction will make braking with a one-way easier, it still isn't what most people would want to do aggressively.
Rating: 7

Low-Speed Handling - The first indication of the car being a winner was felt while getting used to the track and feeling the car react to my steering inputs. I could feel the car dart left to right without feeling twitchy. Getting up to race speed and tackling the slower corners was simple and actually faster than I was used to. The car lived to eat up the corners and it did that very well. A few times I was going into the corner a little hot and I pushed wide into the rumble strip, and a few other times I hit the brakes and spun out, but once I got a feel for the track and the car and I figured out my lift points, the car was a dream.
Rating: 10

High-Speed Handling - The car was amazing even with the stock set-up. The last car I felt this confident with was the Mugen. The RRR felt better in some sections of the track. The RRR would steer where I wanted and when I wanted. I didn't feel like the car was fighting itself at any point. It was really stable and inspired a high level of confidence. I learned where to let off for the best possible line and if something wasn't right I could correct that line easier than I thought I would be able to.
Rating: 10

Rough-Track Handling - If you've ever read a review at Revelation in the past you'll know there isn't much in the way of "rough" spots. The most you can say is if you hop one of the few cracks in the surface or you drove on the rumble strips. The car was solid in all cases and I'm sure would be able to handle the less than perfect parking lot based circuits across the country.
Rating: 9

Tuning - I really wish the instructions gave some tuning tips so I could have fined tuned the car without just guessing what it needed. The surface was a little trickier than I'm used to at the track and I'm sure there were a few simple changes that could have been suggested in the instructions. Team drivers and parts support are a little rare in this area and both would have helped. But the tuning changes I played with were very simple to make and were felt on the track. I raised the roll center slightly to get rid of some of the on edge feel it started with and made some other minor ride height and damping adjustments. The options are there, but the knowledge may be a few steps away or a click on a few forums.
Rating: 9

Damage - Revelation can eat cars or it can baby them. It all depends on your speed and where you make the mistake. I've seen several cars pancake into the end of the straight at over 50mph and perhaps that makes me be a little less aggressive there, but I make up in other areas. Flipping on its lid never seems to do much except ruin that body. Ironically I did more damage to the car at my office. The car was on the floor after testing, and while walking by my foot somehow just caught the top of the rear body mount and I heard a funny noise. It was the sound of crunching carbon fiber. When I inspected the tower I found a crack that I fixed with some CA glue. The crack was near a shock-mounting hole where it gets pretty thin. I put a screw in there with some washers to make a sandwich brace and along with the CA fix it felt like new. I felt like an ass for breaking the car in the office, but as long as you don't step on it the durability should be normal.
Rating: 8.5

Conclusion
I'm impressed. And if me being impressed isn't enough, how about the car's domination at the recent IFMAR Worlds filling 8 of the 10 A-Main spots. That's pretty good for any car with that much legitimate competition. It's one of the best handling cars I've driven since our 2-time X-Best winner the Mugen MTX-3. The parts support can be a little thin and also the team support with setup. But the recent expansion of the K-team in the USA may change that drastically. If you're looking for one of the best in the World...or correction, the best in the IFMAR Worlds, the Kyosho RRR is the car to have.