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In terms of chassis it reamains the same as previous model but due to suspension changes it drastically improves preformance.
A newly designed body takes the high-level aerodynamic characteristics of the MP10 body in a more aggressive direction. The feeling of lightness through the corners is enhanced, which greatly contributes to faster lap times, especially on more technical circuits.
Revised gearing results in changes to the number of teeth of the differential gear and bevel gear to reduce the secondary reduction ratio from the MP10’s 3.31:1 to the TKI2’s 3.5:1. This delivers improved acceleration characteristics and response to the driver's throttle inputs for superior maneuverability.
With changes to the secondary reduction ratio, the standard 46T spur gear in the MP10 kit has been changed to 45T. The final reduction ratio is 12.1:1, which places a greater emphasis on acceleration and achieves improved pickup. Different gear settings are also available with optional parts.
The front and rear shocks are 3mm longer than the standard MP10 with 4mm longer front shafts and 3mm longer rear shafts. Springs have been lengthened accordingly. Front length of 78 mm and the rear length of 95 mm provide superior shock absorption through the full suspension stroke.
Increased wall thickness reinforces shock caps and ball housing dramatically improves strength. The shock cap is specifically for the diaphragm shocks and guarantees stable damping force even through endurance races.
Stabilizers have been increased in diameter to φ2.6mm (Front) and φ2.8mm (Rear) from φ2.3mm and φ2.5mm respectively and work in combination with longer shocks and springs for optimized roll characteristics through corners.
In combination with the longer shocks, the optional shock stay is equipped as standard and provides optimized mounting positions and a new color. Suspension stroke can be increased for improved stability and running performance over surface gaps and jump landings.
Rear suspension arm shape has been modified for the longer shocks to prevent interference with the spring retainer when the suspension arm moves in the rebound direction. This realizes optimal suspension stroke.
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