Features
The 2007 model T2 '007 debuted at the 2006 IIC Championships in Las Vegas, NV. It isn't an all-new redesign like the T2 was to the T1; instead, it was more of an evolution and refinement of the T2. The bulk of the changes can be found between the front and rear axles. On a competition-spec chassis like this, it's hard to cover everything, but there are certain interesting features on the T2 '007 worth looking at in greater detail.

Lowrider
The '007 features an even lower center of gravity than the T2. The upper deck has been placed as low as possible, thanks to redesigned 7075 T6 Swiss CNC machined aluminum bulkheads. In turn, the layshaft position has been lowered, as well as the mounting positions of both front and rear differentials. The new wide upper deck has been redesigned especially for carpet use.

Driven
The front and rear bulkheads are home to new aluminum ball diffs. Blade-style universals made of Hudy spring steel send power to the wheels. The lower suspension arms for the U.S. spec model are XRAY's extra hard (XH) versions, and the '007 features a full set of rubber-sealed ball bearings throughout.

Multi-Angle
One of the more interesting features of the '007 is the new "Quick-Saver" steering bellcrank. Without disassembly, you can alter the steering Ackermann to one of five positions by simply loosening the captured screw. The upper deck is shaped to allow for fast Ackermann changes (upper deck removed for photo).

Shockwave
The '007 features composite threaded shocks with aluminum collars and caps. Identical to the units found on the T2, the '007's damper allows the use of standard pistons or XRAY's internal, adjustable 4-position pistons. Inside the box, carpet-specific spring rates help you get dialed in faster, and the bladder system helps keep air out.

Keep Rollin'
On the inboard side of the lower suspension arms, you'll find molded suspension shaft mounts. With different spacer combinations, you can alter the 007's roll center and track width. Roll center is also adjusted by using the "Quick Roll Center" mounts to reposition the inboard end of the adjustable upper links.

Instructions and Setup
After experiencing the excellent build process of the former T2, going into the '007 meant the same expectations. Needless to say, XRAY was still on point. Their full-sized, color instruction manual featured color-coded CAD illustrations that were easy to follow. Like the T2, there was also a host of extra literature included in the box: product catalogs, their reference-level setup and tuning manual, suggested starting setup sheet, a certificate of authenticity, and a quick-reference laminated card.

Testing
The kit I received was the U.S. Spec carpet version, so it was obvious that I should test at a carpet track. Here in SoCal, an indoor carpet track named Bending Corners Raceway, the only one of its kind in the area, recently opened its doors in the city of Orange. I headed down there with a box full of foams and charged-up batteries. After running the previous T2 on asphalt, I was eager to see how well I'd drive with the new generation '007 on a high grip, pinpoint-precise environment that only a true carpet track can bring.

Acceleration and Speed • Gun it with the '007, and you won't hear much other than the motor. The practically silent drivetrain almost hides the fact that the '007's acceleration is rocket-like, disappearing from your depth of field ever so quickly. At speed, the XRAY felt stable, yet light as a feather. Having the bulk of the weight as close to the surface as possible surely does the job of keeping the car feeling like it's magnetized to the track.
Rating: 9.5/9.5

Braking • The U.S. spec comes with ball diffs on both ends, so braking wasn't an issue. All it takes is a jab of the trigger and the '007 would quickly, yet almost uneventfully come to a stop. The enhanced braking (compared to when I tested the original T2 on rubber tires) was partly due to the foam tires' natural traction advantage, but nevertheless, braking with the lower-CG '007 was responsive and controlled.
Rating: 10

Low-Speed Handling • At low speeds, the '007 maneuvers like a squirrel. I'm not saying it's "squirrelly," though. What I mean is that the '007 can change directions as quickly and precisely as a true race chassis should. It didn't matter if I was on part-throttle, or if I was off the trigger entering a corner—the '007 would respond to my steering wheel movements almost instantaneously. For my driving style it was almost too responsive, but I wouldn't exactly call it twitchy, either, since it might have been just a case of heavy steering fingers.
Rating: 9.5

High-Speed Handling • Like last year's T2, the '007 was smooth and composed at high speeds. Even with the narrower straightaway at BC Raceway, I wasn't hesitant to go all out. Although the '007 had low-speed steering response, at higher speeds the chassis still stayed planted if I had to make steering corrections while at full bore. The lowered CG of the '007 helped at the high-speed 90-degree corner at the end of the straightaway, keeping her flat on the surface while I would power through at full speed.
Rating: 10

Wrenching
Maintenance • The '007 retains the original T2's layout of electronics on one side and battery pack on the other. Access to diffs involves removing only four screws (per diff). No fancy screws, no weird procedures to get to. Our production sample had one minor flaw: The included 116t spur gear's teeth barely touched the graphite rear flex plate. A few seconds with a file provided the clearance, but after working with the previous T2, I wouldn't have expected something like this from the newer, refined '007.
Rating: 8.5

Wear and Tear • In my eagerness to chase other cars on the track during testing, I did manage to clip a few corners at various speeds throughout the day. I happened to be running a lightweight body (which, if you don't know, is about as thin as paper), and by the time I got home from the track, the body had non-repairable damage to the front end. It was literally split in half. So why am I talking about the body and not the '007 chassis? Simple. Because nothing broke, bent, or tweaked out. The solid 2x4 boards at the track weren't "chassis-friendly," but even after t-boning the center island a couple of times (don't ask), the '007 came out unscathed, ready to race another day.
Rating: 10


Tuning •If you want to see super tuning options, the XRAY platform is usually one of the best examples, and this latest version continues to please. The '007 mirrors the T2's diverse adjustability, so practically everything you need to get the right setup for the track is at your disposal. A nice feature is XRAY's new "Quick-Saver" steering bellcrank. By just loosening a single screw, you can adjust the Ackerman setting in seconds to any of five positions. Tuning innovations like this one puts XRAY very high up in the touring car scene.
Rating: 9.5

Conclusion
When you shop for real cars, there are certain brands that get placed higher up in category, even if they're similar to another vehicle--kind of like how a 2-seater, rear engine, convertible Toyota MR-S will never be directly compared to a 2-seater, rear engine, convertible Ferrari F430 Spyder. XRAY is similar to the latter. You can't compare most typical 2-belt, 4WD mainstream chassis to the XRAY, an unquestionable, high-performance racing machine that will never fit in anything other than world class.