soil until it sank itself in. I caught myself
stepping up the hill to free it, forgetting I had
reverse. Flip the switch, and back out—
much better. It worked flawlessly every time.
I made my way over to jump-size piles of
dirt to get some air time. Just like wheelies,
this also took a little getting used to. The
second the truck leaves the dirt, the engine’s
torque and the centrifugal force of the MGT’s
tires made it want to flip over backwards. So
I just cut the throttle during take offs to bring
the front end down, and the suspension
soaked up the landings easily. At home, I
had a lot of fun jumping curbs with the big
rig. They kicked up the truck’s nose, but the
MGT landed flat every time.
The MGT’s servo-saver is on the small side,
and I wondered how that would affect steering, so I spent a little extra time gauging steering response. Steering on grass and dirt was
very good, and the truck even felt good on
pavement where greater traction tends to
overpower weak servos and servo-savers. Not
so with the MGT; it has ample steering power.
I would like a little more throw, but the stock
setup gets the job done effectively.
N. CO M]
BUMPS & BRUISES
Couple a big truck with a big engine, and
you have a recipe for hitting stuff really
hard. Add the MGT’s wheelie-popping ability, and it’s not surprising that Associated’s
big truck tends to take a lot of abuse if you
drive it like the mega monster it is. The
good news is nothing broke or fell off during testing, although I made sure to keep
an eye on the axle nuts—good advice for
any nitro truck. After testing, the MGT’s
body was thoroughly scuffed and the
bumpers were scarred, but the parts that
mattered were ready for more.
MAY 2008 145