When the TLR 22 SR showed, I jumped at the chance to write the review. The 2WD buggy
class is growing at my local track, and I really enjoy running a 17. 5 motor there. Building up
a competitive car straight from a single box is much more time- and cost-effective than
modding a standard 22 3.0 for stock racing, and there’s no skimping on the components.
Anything that can be lighter (or omitted, like the slipper clutch) is optimized for stock.
When every watt just has to make it into the tires, the SR is a tough car to beat. ✇
Ultimate Stock Motor
Team Orion took great pains to extract as much performance
as possible from 17. 5 turns of wire, and the Ultimate Stock is
a first-class piece of competition hardware. The stator design
is specific to the Ultimate Stock design instead of a reused
mod unit, and it offers a wide range of user-adjustable timing.
Other features include low-resistance solder tabs, a precision-balanced and temp-resistant neodymium rotor, low-resistance
copper winding, and a lightweight three-piece can. It’s a strong
motor, with more pull than I expected from a 17.5T.
Horizon Hobby horizonhobby.com
Team Orion teamorion.com
Behind the Wheel
I was a little more excited than normal to get the 22 SR on the track. With the first pull
of the trigger on the track, the 22 SR felt like it had a modified motor bolted into it. It
took very little effort to get the buggy up to speed on the straight, and its top speed
seemed to be faster than other stock vehicles that I have run at the same track.
My test track has a loose surface, and that requires a soft finger to get any vehicle
around. With this being my first time with a mid-motor car, I was concerned that rear
traction wouldn’t be as good as I’m used to with my rear-motor cars. Looks like the
guys at TLR did their homework, and rear traction was as good as I could ask for in the
conditions. The 22 SR accelerates hard, and getting out of the corners and to the next
felt better with every lap. An advantage of a mid-motor car is that it pivots well in
the turns, and the SR was no exception. Mid-corner to the exit, the car felt quick
and allowed me to be aggressive in choosing my lines. As built to the manual-
suggested specs, there was a slight understeer on corner entry, which I suspect would
not be apparent on a higher-grip track. I spent a few minutes in the pits to move the
front hub carrier pivots outboard on the arms, then went back on the track. Steering
on corner entry was improved, but I felt it could be tightened up further, so I moved
the battery pack forward in the chassis. With those simple changes, the SR entered
corners just as strong as it finished them. The suspension did a great job of soaking
up the bumps on the track, and that made the 22 SR feel planted all around. The
reduced speed of stock-class racing helps in that regard, but cars designed to be as
lightweight as possible often don’t feel quite as stuck to the track. Not so with the
22 SR. Where the buggy really shines is in the air; it likes to jump, and I had no problems setting up for launches and backsliding smoothly. The 22 SR felt race-ready on
the loose track with only a couple of simple setup changes, which speaks to its versatility. With the wide array of tuning options built into the car, there shouldn’t be any
track it can’t handle. And if you’re racing on hard clay, carpet, or turf, your biggest setup
decisions will be gearing and tires; if you build the 22 SR according to the manual, the
bulk of your chassis and suspension setup will be done before you put in your first lap.