All 21 programmable parameters — what each setting does, the full range of options, and racing notes tuned for RCP foam tile at Super G. RCP delivers higher, more consistent grip than carpet — settings reflect that. Program via the LCD G2 Program Box or Hobbywing HW Link app with OTA Bluetooth.
| ID | Setting | What It Does | Range / Options | Racing Tip |
|---|---|---|---|---|
| Section 1 — General Settings | ||||
| 1A | Running Mode |
Controls whether the car can reverse. Option 1 (Fwd+Brake) is pure racing — no reverse. Option 2 (Fwd/Rev+Brake) is training mode with double-click reverse. Option 3 is crawler mode with instant reverse. |
Fwd+Brake Fwd/Rev+Brake Fwd+Rev |
Always use Option 1 for racing. Reverse is illegal in most 1/28 classes. |
| 1B | Max Forward Force |
Ceiling of total forward power when trigger is at 100%. Lowering this reduces top speed and softens the overall power curve from the top down. |
30% – 100% | Keep at 100% for racing. Only lower if massively overdriving traction. |
| 1C | Max Reverse Force |
Maximum power available in reverse. Only relevant if using a mode that allows reverse. Low values protect the drivetrain. |
25% / 50% 75% / 100% |
N/A in racing mode. If enabled, keep low. |
| 1D | Cutoff Voltage |
LiPo protection. ESC reduces power to 50% then cuts output entirely when pack voltage drops below threshold. Auto = 3.3V/cell (6.6V on 2S). Disabled is for NiMH only — never use with LiPo. |
Disabled Auto (3.3V/cell) 4.0–7.4V custom |
⚠ Set to Auto for 2S LiPo. Never disable with LiPo — it will kill the pack. |
| 1E | ESC Thermal Protection |
ESC cuts output when internal temp reaches this value. Green LED flashes when tripped. Output resumes after cooling. Hobbywing recommends 105°C as the default. |
Disabled 105°C / 125°C |
⚠ Leave at 105°C. If tripping on track, fix FDR or reduce timing — don't disable. |
| 1F | BEC Voltage |
Output voltage to your receiver and servo. 6.0V is standard for analog servos. 7.4V is for high-voltage (HV) servos only. |
6.0V / 7.4V | ⚠ Check your servo rating. Wrong voltage burns the servo. |
| 1G | Motor Direction |
Sets motor shaft rotation direction on forward throttle. If the car drives backward when you give forward input, flip this setting — no rewiring needed. |
CCW / CW | Most Mini-Z setups run CCW. Change only if car drives backward. |
| ID | Setting | What It Does | Range / Options | Racing Tip |
|---|---|---|---|---|
| Section 2 — Throttle Control | ||||
| 2A | Throttle Rate Control |
How quickly the ESC ramps power in response to trigger movement. Low = gradual. High = nearly instant. This is your single biggest traction control lever on a tight indoor track. Too high and the rear steps out on corner exit. |
1 – 30 (step: 1) |
RCP foam: start at 12–16. RCP's higher grip supports more rate than carpet — but still dial in gradually. Too high = rear steps out on exit. |
| 2B | Neutral Range |
Dead zone around trigger neutral where ESC takes no action. Prevents creep if your radio's neutral position isn't perfectly stable. Widen if the car creeps at neutral. |
3% – 10% (step: 1%) |
Default 3–5% works for most radios. Only adjust if creep is an issue. |
| 2C | Initial Throttle Force |
Minimum power at the instant the trigger first leaves neutral. Helps overcome motor cogging at startup. Too high and the car lurches off the line instead of rolling smoothly. Ideal is the lowest value where the motor doesn't hesitate. |
1% – 15% (step: 1%) |
Keep at 1–3%. If car lurches at neutral, lower ITF first. |
| 2D | Coast |
How freely the motor freewheels when you lift to neutral. 0% = drivetrain drag / engine braking. Higher = car rolls more freely, like an unpowered brushed motor. Note: Voided if Drag Brake (3A) is set above 0%. |
0% – 15% (step: 1%) |
On RCP, 5–8% Coast helps the car flow through corners without snapping. High grip means the car loads and unloads quickly — Coast smooths that transition. Cannot combine with Drag Brake. |
| 2E | PWM Drive Frequency |
Speed of power pulses sent to the motor. Low frequencies (1K–4K) feel punchy and aggressive but generate more heat. Higher frequencies (12K–32K) are smoother and run cooler. Customized lets you map different frequencies across the throttle range. |
1K / 2K / 4K / 8K 12K / 16K / 24K 32K / Custom |
8K–12K works well on RCP. RCP's consistent grip means the motor loads more evenly — higher frequency keeps things smooth. Lower only if you want more punch on RCP's grippy surface. |
| 2F | Softening Value |
Reduces aggressiveness of the initial throttle (within the Softening Range). Higher = milder bottom end. Works independently of the top end — you can have a soft bottom and a crispy top. For each 5° of softening you add, you can safely raise motor mechanical timing by 1°. |
0° – 30° (step: 1°) |
RCP: start at 3–8°. Because RCP grips harder than carpet, you can run less softening — the surface does more of the traction work. If the car is still snapping on exit, raise this before touching Throttle Rate. |
| 2G | Softening Range |
The portion of throttle travel (from neutral) where Softening Value applies. 30% means softening is active over the first 30% of trigger pull, then full power behavior kicks in. 0% disables softening entirely. |
0% / 10%–75% (various steps) |
30–40% covers corner exit phase. Full power available on the straight. |
| ID | Setting | What It Does | Range / Options | Racing Tip |
|---|---|---|---|---|
| Section 3 — Brake Control | ||||
| 3A | Drag Brake |
Passive braking applied when coasting at neutral. Simulates the natural drag of an old brushed motor. Helps the car rotate into corners. Generates heat. Disables Coast (2D) — you can only use one or the other. |
0% – 100% (step: 1%) |
RCP: try 5–10%. RCP's higher grip means more drag brake is usable without snapping the rear — it actively helps rotation on tight corners. Still generates heat though. Disables Coast if used. |
| 3B | Max Brake Force |
Ceiling of braking power at full trigger application. Braking is proportional — partial trigger = partial brake. High values shorten stopping distance but stress gears and tires. |
0% – 100% (step: 1%) |
RCP: 55–80% typical. High-grip foam tile handles significantly more brake force than carpet before locking — you can brake later and harder. Lower if car pitches or slides on entry. |
| 3C | Brake Rate Control |
How quickly braking force builds when trigger is applied. Low = gradual ramp-up. High = immediate bite. A high rate on high-grip carpet can lock tires or dart the car under braking. |
1 – 20 (step: 1) |
Start at 10. If car darts or washes on braking, lower this before reducing Max Brake Force. |
| 3D | Brake Frequency |
PWM frequency during braking. Low = aggressive, grabby brake feel. High = smoother, more linear deceleration. Customized lets you map frequencies across the entire brake trigger range. |
1K / 2K / 3K / 4K 6K / 8K / 12K / 16K Custom |
8K works well on RCP. The surface's consistent grip means smoother brake frequencies are generally fine — you don't need to compensate with aggressive low-frequency bite like you might on low-grip surfaces. |
| ID | Setting | What It Does | Range / Options | Racing Tip |
|---|---|---|---|---|
| Section 4 — Boost Timing | ||||
| 4A | Boost Timing |
Electronic timing advance added dynamically across the throttle range. Higher timing = more RPM and more power, but also more heat. It's not constant — it varies based on RPM or throttle depending on the Activation mode. Stacks on top of your motor's mechanical timing. |
0° – 56° (step: 1°) |
⚠ Must be 0° for blinky. Monitor motor temps. Start low in modified and build up. |
| 4B | Boost Activation Mode |
RPM mode: Boost scales gradually between Start and End RPM thresholds — progressive and natural. Auto mode: Boost scales with throttle position — full boost only at full throttle. RPM mode is generally smoother and easier to drive. |
RPM / Auto | RPM mode preferred. Doesn't dump all timing at once when you nail the trigger. |
| 4C | Boost Start RPM |
RPM threshold where Boost Timing begins to activate (RPM mode only). Below this, timing stays at 0°. Prevents timing advance at low corner speeds where it could cause traction issues. |
500 – 35,000 RPM (step: 500) |
Set above your typical corner exit RPM so boost fires mainly on the straight. |
| 4D | Boost End RPM |
RPM at which the full Boost Timing value is applied (RPM mode). Between Start and End RPM, boost scales linearly from 0° to your set value. Above End RPM, full boost is maintained. |
3,000 – 60,000 RPM (step: 500) |
Narrow the Start–End gap for a sharper ramp; widen for a more gradual build. |
| ID | Setting | What It Does | Range / Options | Racing Tip |
|---|---|---|---|---|
| Section 5 — Turbo Timing | ||||
| 5A | Turbo Timing |
An additional burst of timing advance that fires at 100% full throttle only — typically long straights. Stacks on top of Boost Timing. Unlocks maximum top speed but generates significant motor and ESC heat. |
0° – 56° (step: 1°) |
⚠ Must be 0° for blinky. Combined Boost+Turbo can burn a motor if FDR is too low. |
| 5B | Turbo Delay |
How long you must hold full throttle before Turbo Timing activates. Instant fires the moment you hit 100%. Adding delay ensures Turbo only engages on true sustained straights — not brief WOT moments in chicanes or sweepers. |
Instant / 0.1s – 1.0s | 0.2–0.3s is a smart safety net. Turbo stays off during brief WOT and only fires on real straights. |
| 5C | Turbo Increase Rate |
How fast Turbo Timing ramps up once the trigger condition is met — expressed in degrees per 0.1 sec. Slower = gentler on the motor. Instant = maximum aggression and heat stress. |
3–30°/0.1s Instant |
Slower rate = gentler on motor. On short straights, slow rate means turbo may not even finish ramping. |
| 5D | Turbo Decrease Rate |
How fast Turbo Timing drops when you lift off full throttle. Instant drop = sudden engine-braking jolt that unsettles the car at corner entry. Slower rate bleeds timing off progressively for a smooth, controlled transition. |
3–30°/0.1s Instant |
Slower decrease (6–12°/0.1s) almost always better — car stays settled at end of straight. |
| ID | Setting | Blinky / Stock | Modified Entry | Modified Aggressive | Notes |
|---|---|---|---|---|---|
| General | |||||
| 1A | Running Mode | Fwd+Brake | Fwd+Brake | Fwd+Brake | Always racing mode |
| 1D | Cutoff Voltage | Auto | Auto | Auto | 2S LiPo = Auto |
| 1E | ESC Thermal | 105°C | 105°C | 105°C | Don't disable |
| Throttle | |||||
| 2A | Throttle Rate | 12–15 | 15–18 | 20–25 | RCP grips harder than carpet — supports higher rate values |
| 2C | Initial Throttle Force | 2% | 2% | 2% | Low = smoother roll-off neutral |
| 2D | Coast | 5–8% | 5–8% | 3–5% | RCP loads/unloads fast — Coast smooths the lift transition |
| 2E | PWM Frequency | 8K | 8K | 8K | Smooth and consistent — suits RCP's even surface well |
| 2F | Softening Value | 5–8° | 3–5° | 0–3° | RCP grip does more of the work — less softening needed vs carpet |
| 2G | Softening Range | 35% | 30% | 25% | First portion of throttle travel |
| Brake | |||||
| 3A | Drag Brake | 5–8% | 5–8% | 8–12% | RCP supports more drag brake than carpet before snapping |
| 3B | Max Brake Force | 60% | 65% | 70–80% | RCP handles more brake than carpet — later braking is possible |
| 3C | Brake Rate | 10 | 10 | 12 | Lower if car darts under braking |
| 3D | Brake Frequency | 8K | 8K | 8K | Lower for more initial bite |
| Boost — Blinky must be 0° | |||||
| 4A | Boost Timing | 0° (BLINKY) | 5–10° | 15–25° | Watch motor temps as you add timing |
| 4B | Boost Activation | — | RPM | RPM | RPM mode = more progressive delivery |
| 4C | Boost Start RPM | — | 10,000 | 12,000 | Above typical corner speed |
| 4D | Boost End RPM | — | 20,000 | 25,000 | Full timing applied above this |
| Turbo — Blinky must be 0° | |||||
| 5A | Turbo Timing | 0° (BLINKY) | 0° | 5–10° | Must be 0° for blinky class |
| 5B | Turbo Delay | — | — | 0.2–0.3s | Avoid accidental trigger in chicanes |
| 5C | Turbo Increase Rate | — | — | 6°/0.1s | Gentle ramp = easier on motor |
| 5D | Turbo Decrease Rate | — | — | 6–9°/0.1s | Smooth transition into corners |