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I'm trying to understand the differences between the Novak Nesc 1 and Nesc 1X and the T1 and T1X. The manual on the Noval website doesn't help to explain them. Can anyone tell me what the differences are?

Thanks.

I believe that the 1x and T1x had double FET's

Have you had a look here? http://www.teamnovak.com/timeline/timeline_1/index.html
http://www.teamnovak.com/timeline/timeline_2/timeline_2.html

Charlie don't surf wrote:I believe that the 1x and T1x had double FET's

Yes and almost double weight and that is a disadvantage. I also would like to know could the driver really feel the difference between number of FETs installed in to the ESC (1 vs 1x or T1 vs T1x)? I used to own T1 and runned with it successfully in modified 4wd class with undertray etc. without any heating issues.

Jirka

Jirka wrote:
I also would like to know could the driver really feel the difference between number of FETs installed in to the ESC (1 vs 1x or T1 vs T1x)? I used to own T1 and runned with it successfully in modified 4wd class with undertray etc. without any heating issues.

Jirka

Hi Jirka,

try taking a no-limit ESC from the 80's and run it competitively with modern cells and a modern (if there's such a thing) 12x1 brushed mill (note I didn't stay like 8x1 or anything completely unreasonable)... you'll toast it in 90s tops;)

Not all electronics updates are like night and day, but still, it all ads up in the end... so doubling FET's was probably needed at some point and provided lower resistance...

Paul

Lonestar wrote:

Jirka wrote:
I also would like to know could the driver really feel the difference between number of FETs installed in to the ESC (1 vs 1x or T1 vs T1x)? I used to own T1 and runned with it successfully in modified 4wd class with undertray etc. without any heating issues.

Jirka

Hi Jirka,

try taking a no-limit ESC from the 80's and run it competitively with modern cells and a modern (if there's such a thing) 12x1 brushed mill (note I didn't stay like 8x1 or anything completely unreasonable)... you'll toast it in 90s tops;)

Not all electronics updates are like night and day, but still, it all ads up in the end... so doubling FET's was probably needed at some point and provided lower resistance...

Paul

Ok maybe in some cases 12+2 FETs were really needed, especially when in US they run (normally?) with 7 cells and 4 min heats. But was this kind of ESC also smoother or something? Did Novak team drivers have both ESC (like T1 and T1x) in toolbox and if T1 was not enough T1x was used?

Jirka

Having missed the boat on speed controllers bitd, I am in effect coming to them afresh. As such, can someone explain (in layman's terms) the benefit of having more fets (i.e. what exactly is their purpose)?

more FET's are physically more 'switches' turning the battery voltage into motor power. Having them all in parallel lowers the internal resistance leading to lower power loss through the controller in the form of heat. So more FET's should lead to a cooler esc.

I ran the T1X for many years in my JRX2 oval car, with wild motors (for the time). I had a box full of 13X3's and 11X1's. I would use the 13 turn motors for qualifying and drop in the monster motor for the main. Always on 7 cells, 1400 SCRs then 1700 SCEs. I never tried a 1/T1, I went straight to the big dog I never tried that speedo in an offroad car though. I finally replaced that speedo with the Tempest, moved to the Cyclone and finally to the GTB (still use it) and now the GTB2. I dont see the need for the high end speedos as much any more, but back in my competitive days (if you can call them that), it was all out or nothing.