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I picked up the TRX-4 Sport as my first "real" scale crawler because, honestly, the flagship TRX-4 Land Rover Defender I wanted was backordered at every dealer within driving distance. What started as a compromise turned into something I've never regretted. I ran the Sport for a full year before I even bothered to look up what the 2-speed transmission of the flagship actually does in the field — and when I finally did, my honest reaction was: "I'm not sure I ever needed it."
That's the TRX-4 Sport's story in a nutshell. Traxxas launched it in 2018 as a stripped-down entry into their TRX-4 platform — same iconic portal axles, same indestructible shaft-driven 4WD chassis, same waterproof electronics. What's gone is the 2-speed transmission, the remote-locking differentials, the 4-channel TQi radio with Cruise Control, and the licensed scale bodies. For most weekend trail drivers, what remains is more than enough. This review breaks down exactly where those trade-offs land — and who should skip straight to the flagship instead.
→ Check the current price on Amazon
Traxxas TRX-4 Sport — Specs at a Glance
| Spec | Detail |
|---|---|
| Scale | 1/10 |
| Length × Width × Height | 557 × 249 × 241 mm |
| Wheelbase | 312 mm (adjustable: 300 / 312 / 324 / 336 mm) |
| Ground Clearance | 80 mm (center) |
| Weight | 2.63 kg (5.79 lb) |
| Drivetrain | Shaft-driven 4WD, portal axles front & rear |
| Differentials | Permanently-locked spools (front & rear) |
| Transmission | Single speed, steel gears |
| Motor | Titan 21T 550 brushed, reverse-rotation |
| ESC | XL-5 HV waterproof brushed (5 drive profiles, 2S–3S LiPo / 6–7-cell NiMH) |
| Servo | 2075X metal-gear digital waterproof |
| Radio | TQ 2.4 GHz 2-channel (6519 micro receiver, O-ring sealed) |
| Tires | 1.9" Canyon Trail, S1 compound, trail-tuned foam inserts |
| Battery Compatibility | NiMH 6–7 cell or 2S–3S LiPo with Traxxas iD connector |
| Approach / Departure / Breakover | 58.82° / 45.83° / 58.93° |
| Waterproof | Yes — ESC, servo, receiver box |
| Top Speed | Trail/crawling pace (not a speed truck) |
| Current Price — RTR (82224-4) | ~$349.95 |
| Current Price — Unassembled Kit (82010-4) | ~$299.95 (electronics not included) |
| Available RTR Colors | Blue, Red, Gray, Tan |
| Battery/Charger Included? | No — sold separately on all SKUs |
Quick note on SKUs: Traxxas currently sells the clipless-body RTR as 82224-4 (their main product page as of 2024). The older 82024-4 RTR is still available at many dealers and on Amazon. Externally they're nearly identical in chassis and electronics — the 82224-4 adds a clip-free latching body and updated hood vents. Either is a solid choice at street pricing.
For the full TRX-4 family context — Sport, High Trail, Defender, Bronco, and more — check our complete TRX-4 guide. If you're newer to the hobby and still deciding whether a 1/10 scale crawler is the right starting point, our scale sizes explainer lays out how class sizes compare on the trail.
What Is the TRX-4 Sport? (And Why It Exists)
When Traxxas introduced the TRX-4 in 2017, it was their statement piece: a fully licensed, feature-packed scale crawler that competed directly with Axial's SCX10 lineup. It was also $450–$600, depending on the body. A certain type of buyer — the dad who wants to go crawling with his kid, the teenager who has $350 saved up, the experienced basher who's curious about trail driving — kept asking for a version of the TRX-4 that didn't require taking out a hobby budget loan.
The TRX-4 Sport, launched in 2018, is Traxxas's answer. The philosophy was straightforward: keep the structural bones that make the TRX-4 great, cut the premium features that most entry-level crawlers won't use in the first year, and price it $150–$200 below the flagship.
What they kept: the same ladder-frame chassis with 1.5 mm steel rails, the same portal axle design front and rear (a key differentiator vs competitors — more on this below), the same GTS aluminum coil-over shocks, the same Titan 21T 550 motor and XL-5 HV ESC, the same fully waterproof electronics package, and the same four adjustable wheelbase positions. The TRX-4 Sport isn't a cheaper truck that happens to look like a TRX-4. It is a TRX-4 with specific features removed.
What they cut: the 2-speed transmission, the remote T-Lock electronic diff lockers, the 4-channel TQi radio with Cruise Control, and the licensed body shell. The Sport ships with a generic pickup-style body — functional, but it won't fool anyone into thinking it's a Land Rover.
The target buyer is a beginner-to-intermediate scale crawler enthusiast who wants Traxxas reliability and the TRX-4 drivetrain without paying for features they'll need six months to grow into. For that buyer, the Sport is a genuinely excellent machine. For the driver who wants maximum scale realism and doesn't mind the price jump, the full Traxxas lineup has plenty of options. And if you're still weighing the crawling hobby against basher trucks altogether, our beginner RC car guide is worth a read first.
TRX-4 Sport — On-Trail Performance
The first time I put the TRX-4 Sport on actual rocks — a granite ledge field at a local trail spot — I immediately understood the portal axle difference. The pumpkin (axle housing) sits high off the ground instead of centered at wheel height, which means the belly clearance you get from those 80 mm portal axles is real and usable. You're negotiating ledges that would high-center a straight-axle truck of similar tire diameter.
Articulation is excellent — thanks to the 3-link-with-Panhard front and triangulated 4-link rear suspension, the TRX-4 Sport flexes well on uneven terrain without chassis rocking from side to side. Paired with the locked spool differentials (both front and rear are permanently locked at stock), you get consistent, predictable traction transfer. Both wheels on each axle always spin together, which is exactly what you want for rock crawling.
Power delivery with the Titan 21T 550 motor and XL-5 HV ESC is well-matched to the truck's intended use. The ESC's Trail profile (one of five selectable via the button) smooths throttle input and gives you fine-grained control at low speed — the difference between crawling a ledge cleanly and spinning the wheels out is often just in the ESC programming, and Traxxas nails this here. Running on a 3S LiPo, you'll get enough torque to push through most trail obstacles without feeling like you need a brushless conversion on day one.
Where the Sport shows its limits is on the most technical obstacles — steep V-notches, severe off-camber ledges, anything that rewards precise throttle management across a wide speed range. That's where the flagship's 2-speed transmission earns its keep: the Low range gives you a mechanical speed reduction for gnarly terrain. The Sport's single-speed gearing is a reasonable compromise, but there's a ceiling on technical terrain before you'll want more. For the first 90% of casual trail driving, you'll never feel that ceiling. I didn't hit it for months.
The fully waterproof package is worth calling out explicitly — the Sport has crossed streams and run in rain and mud without a single electronics failure. That's genuine waterproofing, not marketing waterproofing. It's a real advantage over competitors at this price point.
Compared to the SCX10 III Base Camp stock for stock on a mixed trail, the TRX-4 Sport's portal axles give it a meaningful edge in clearance without needing taller tires. Where the SCX10 III fights back is in total aftermarket support and body variety, but we'll get into that in the head-to-head section.
Build Quality & Durability
Traxxas's reputation for bulletproof trucks is generally well-earned, and the TRX-4 Sport continues that tradition. The shaft-driven drivetrain, steel hardened CV and U-joints, sealed ball bearings throughout, and robust plastic composite chassis components have held up through some genuinely rough driving in my time with this truck.
What holds up well:
The aluminum GTS coil-over shocks are the same hardware as the flagship — they take hard landings (yes, crawlers occasionally tip over on steep runs) without leaking or bending. The gear box and diff housings are solid; the portal axle housings specifically are well-known to absorb abuse. The body, while not licensed scale, clips on and off quickly and survives tumbles without cracking at the body post holes like cheaper thin-shell bodies tend to do.
What breaks first:
Honesty requires me to name three weak links. First, the stock plastic servo horn — multiple owners on RCCrawler forums report stripping it within a few sessions of hard crawling. The stock 2075X servo itself is fine, but its plastic output horn is the failure point. An aluminum servo horn replacement (Hot Racing makes a direct-fit option) is cheap insurance before you ever break one.
Second, the stock plastic link ends — they're not fragile under normal trail use, but if you start adding brass weights or running sustained 3S power on technical terrain, they become a regular replacement item. Stainless steel replacements from Injora or SSD are a straightforward swap and worth doing early.
Third, the Canyon Trail tires show moderate wear on abrasive rock surfaces. They're a decent all-around trail tire with the S1 compound, but they're optimized for dirt/gravel trail driving, not sustained granite rock crawling. On technical rock terrain, you'll notice the compound sliding before a soft-compound tire like the Pro-Line Predator-compound Hyrax would. This isn't a complaint — at this price point, the Canyon Trails are perfectly adequate — but rock crawlers should budget a tire upgrade eventually.
The 2075X servo itself can get overworked under sustained heavy loads, especially if you've added brass weights to the truck. It's capable stock, but if you're heading into upgrade territory, it becomes the first electronics upgrade most TRX-4 Sport owners make. More on that in the upgrades section.
TRX-4 Sport Kit vs RTR — Which Should You Buy?
This is a genuinely useful question that Traxxas's lineup makes possible, and the answer isn't as obvious as you'd think.
| RTR (82224-4 / 82024-4) | Unassembled Kit (82010-4) | |
|---|---|---|
| Price | ~$349.95 | ~$299.95 |
| Includes electronics? | Yes — motor, ESC, servo, radio | No — chassis, shocks, body, hardware only |
| Includes body? | Painted Sport pickup | Pre-cut clear Sport body |
| Includes battery/charger? | No | No |
| Build time | Out-of-box ready | 8–12 hours for a careful beginner |
| What you learn | Trail driving | Every sub-assembly of the truck |
| Total cost to run | ~$350 + battery/charger | ~$300 + electronics package ($150–$250+) + battery/charger |
The math on the Kit is trickier than it looks. At $299.95 for the kit alone, you still need to add a motor ($25–$40 for a Titan 21T or similar brushed 550), an ESC ($50–$80 for a quality waterproof unit), a servo ($40–$80 for an entry-level metal-gear waterproof), and a radio system (~$60–$100 for a basic 2-channel setup). By the time you're done, you've often spent $150–$250 more than the kit price, pushing total cost close to or above the RTR. The Kit is not typically a money-saving move unless you already own compatible electronics.
What the Kit is genuinely valuable for is the learning experience. I've built one alongside a friend, and spending eight hours assembling every link, every shock, every gear set teaches you the truck in a way that unboxing an RTR never does. When something breaks on the trail — and things will break eventually — you know exactly what it is and how to fix it, because you put it together yourself.
My recommendation: first-time RC crawler buyer → RTR, without hesitation. Experienced hobbyist who already owns electronics, or someone who values the build process itself → Kit is a legitimate choice. For a broader comparison of kit vs. RTR options in the crawler space, we covered that in our best RC crawler kits guide.
→ TRX-4 Sport RTR on Amazon | → TRX-4 Sport Kit on Amazon
TRX-4 Sport vs TRX-4 Flagship — What You Actually Give Up
One correction I want to make upfront, because it circulates a lot online: the TRX-4 Sport has the same portal axles as the flagship TRX-4. This is one of Traxxas's own selling points for the Sport — their product page explicitly highlights the portal axle ground clearance. You're not getting straight axles when you buy the Sport. The portal vs. straight-axle debate is the TRX-4 family as a whole vs. the Axial SCX10 Base Camp (more on that below).
What you actually give up going Sport vs. flagship is this:
| Feature | TRX-4 Sport | TRX-4 Flagship (Defender / Bronco) |
|---|---|---|
| Transmission | Single speed | 2-speed High/Low with remote shift |
| Differentials | Permanent spool lock (front & rear) | T-Lock remote electronic locking diffs |
| Radio | TQ 2-channel | TQi 4-channel + Traxxas Link Bluetooth |
| Cruise Control | No (requires TQi) | Yes |
| Body | Generic Sport pickup | Licensed: Land Rover Defender, '79 Ford Bronco, 2021 Ford Bronco, K5 Blazer, K10, F-150, Mercedes G500/G63 |
| Weight | 2.63 kg | ~3.2–3.4 kg (more electronics + heavier scale body) |
| Wheelbase (stock) | 312 mm | 324 mm (Defender/Bronco) |
| Street Price | ~$350 | ~$499 (Defender) / ~$549 (Bronco) |
The price delta is roughly $150–$200, not $300 — so keep that in mind when doing the math.
Now, are those missing features significant? It depends on what you actually do on the trail.
Do you need the 2-speed? If you're running moderate trails — hard-packed dirt, moderate rock gardens, stream crossings — the Sport's single speed is perfectly competent. The 2-speed Low range matters when you're pushing into highly technical competition-style terrain where the maximum torque available in High range isn't enough. Most weekend trail drivers go months before genuinely needing it. I went over a year.
Do you need T-Lock remote diffs? The Sport's spool differentials (permanently locked) actually give you identical behavior to what you'd use 95% of the time in the flagship's "locked" mode. The T-Lock's value is when you need to unlock a diff — which is useful on loose terrain like sand or pavement-connecting sections where locked axles cause understeer or tire scrub. For pure rock crawling, you'd run T-Lock locked the entire time anyway.
Do you need Cruise Control / TQi? Cruise Control is genuinely useful for precise low-speed obstacle work — you set a crawl speed and your thumb is freed up for steering. It's a nice feature. But it's not a trail-essential for a beginner or intermediate driver, and it's easy to forget you don't have it after a few sessions without it.
The licensed body. This one's more personal than functional. The Sport's generic pickup body is plain — it's a functional shell, not a scale showpiece. If how your crawler looks on the trail matters to you, the TRX-4 Defender (TRX-4 Defender review coming soon) or TRX-4 Bronco is a genuinely different experience. Traxxas's body detail on the flagship versions is impressive.
Bottom line: For a first crawler or anyone who runs moderate trails, the Sport gives up less than its $150–$200 savings might suggest. For serious technical crawlers or scale realism enthusiasts, that $150–$200 gap closes fast. Full breakdown in our TRX-4 family guide (link at the end of this article).
→ Compare flagship TRX-4 options on Amazon
TRX-4 Sport vs Axial SCX10 III — The Budget Crawler Debate
This is the comparison that actually matters at the sub-$400 price point, and it's legitimately close. Here's what you're looking at:
| TRX-4 Sport (82224-4 RTR) | SCX10 III Base Camp (AXI03027 RTR) | |
|---|---|---|
| Price (RTR) | ~$349.95 | ~$319.99 |
| Price (Kit/Builder's) | ~$299.95 (no electronics) | ~$299.99 (AXI03011, no electronics) |
| Axles | Portal axles | AR45 straight axles (some V2 variants add portals) |
| Waterproofing | Fully waterproof — ESC, servo, receiver | Water-resistant (not the same thing) |
| Radio | TQ 2-channel | Spektrum SLT3 |
| ESC | XL-5 HV 5-profile | Spektrum 40A waterproof brushed |
| Motor | Titan 21T 550 | Dynamite Slickrock 35T 550 |
| Servo | 2075X waterproof | Spektrum S614 metal-gear |
| Chassis modularity | 4 wheelbase positions | Steel C-channel, high body-swap flexibility |
| Aftermarket depth | Very deep (since 2018) | Extremely deep (SCX10 lineage since 2005) |
| Scale body | Generic unlicensed pickup | Licensed Jeep CJ-7, Chevy K10, Toyota SR5 (varies by variant) |
| Diff locking | Spool (permanent) | Spool (permanent) on Base Camp |
The TRX-4 Sport currently costs more than the refreshed SCX10 III Base Camp RTR — a reversal from a few years ago. That makes the decision harder than it used to be.
TRX-4 Sport wins on: full waterproofing (a genuine real-world advantage in mud, rain, and stream crossings), portal axle ground clearance without lifting the truck, and the Traxxas electronics ecosystem (XL-5 HV ESC drive profiles are excellent for trail work). If you crawl in wet or muddy conditions, the Sport's advantage here is not theoretical.
SCX10 III Base Camp wins on: scale body variety (licensed Jeep, Toyota, Chevy options), chassis modularity for the tinkerer, a slightly lower price point at current street pricing, and an aftermarket that goes back to 2005 across every version of the SCX10 chassis. If you care deeply about having a recognizable licensed body on your rig and plan to deep-dive into scale building, the Axial ecosystem has more paths. Read our full SCX10 III review for the detailed breakdown, and our Axial brand guide for the full platform picture.
Who should choose the TRX-4 Sport: trail drivers who run in varied weather, buyers who want proven waterproofing without modification, and anyone who prefers the Traxxas support ecosystem.
Who should choose the SCX10 III: scale builders who want licensed bodies from day one, drivers planning to invest heavily in aftermarket parts, and budget-focused buyers where that $30 delta matters.
Neither truck is wrong. They're genuinely different philosophies at a similar price.
Best Upgrades for the TRX-4 Sport
The TRX-4 Sport is a solid truck out of the box, but it's also an excellent upgrade platform. Here's the priority order I'd recommend, based on impact-per-dollar and what actually limits the truck stock.
1. Steel Servo Horn (~$8–$15) — Do This First
Before anything else. The stock plastic servo horn is the most commonly reported early failure. An aluminum replacement is cheap, direct-fit, and prevents a trail-side steering failure. Low priority in the budget, maximum protection.
2. Servo Upgrade ($40–$120) — Highest Impact Upgrade
The 2075X servo is adequate stock, but it's the first component that struggles when you add weight or push into technical terrain. The community standard is anything over 250 oz·in with waterproofing. The Savöx SW-0231MG ($55) is a popular waterproof step-up. For more demanding builds, the Savöx SW-1210SG or SC-1230SG (400–500 oz·in range) are the community favorites, though they may require an external BEC. Full comparison in our RC crawler servo guide.
3. Tires — Pro-Line Hyrax 1.9" (~$35–$55/pair)
The Canyon Trail tires are competent on dirt and mixed terrain but lose traction on technical rock compared to a dedicated crawler compound. The Pro-Line Hyrax 1.9" in G8 compound (good balance of grip and longevity) or Predator compound (maximum grip, shorter life) are the go-to upgrade and fit the stock wheels. See our RC crawler tires guide for a full compound breakdown.
4. Steel Link Ends (~$15–$25/set)
The stock plastic link ends are functional but become a regular replacement item once you start adding brass weight or running sustained 3S. Injora makes direct-fit stainless steel replacements. Not urgent at stock weight, but do them when you start upgrading elsewhere.
5. Brass Knuckles / Brass Weights (~$25–$80)
Brass adds low-center-of-gravity weight that keeps the Sport planted on off-camber terrain. Yeah Racing TRX-4 brass sets are the most popular option — grab brass portal covers, front knuckles, or diff covers progressively. Adding 100–200g of brass noticeably improves stability without requiring body or suspension changes.
6. Shocks Upgrade — Big Bore Aluminum (~$40–$80/set)
The stock GTS aluminum shocks are actually decent, so this upgrade is lower priority than on budget competitors. But if you're pushing into harder terrain or doing a lifted build, a set of longer-travel big-bore shocks transforms the articulation envelope. See our crawler shocks guide for options.
7. Scale Body Swap (~$50–$180) — Visual Transformation
The single biggest visual upgrade for the Sport is dropping a licensed body on it. Traxxas sells official TRX-4 Land Rover Defender and Ford Bronco body shells that fit the Sport chassis — and with the 4-position adjustable wheelbase, fitment is flexible. The RC4WD Land Rover Defender D90 Hard Body (~$165, available direct at store.rc4wd.com — Amazon stock is intermittent) is the premium scale option. For body swap tips and scale accessory ideas, check our RC crawler scale accessories guide.
A full TRX-4 Bronco body build will get its own dedicated article soon — stay tuned for our TRX-4 Bronco review.
8. Battery — Traxxas 3S 5000 mAh iD LiPo (~$65–$80)
The Sport runs on NiMH or 2S/3S LiPo. The Traxxas 3S 5000 mAh iD LiPo (2872X) is the recommended pack — it fills the battery tray perfectly, uses the Traxxas iD connector for automatic charger recognition, and delivers the best combination of runtime (up to ~1.5–2 hours of trail driving) and torque. If you don't have a charger yet, the Traxxas EZ-Peak Plus is the obvious pairing and handles both NiMH and LiPo iD automatically. More battery options in our LiPo battery guide and charger picks in our battery charger guide.
9. LED Light Kit (~$25–$50)
Purely fun, no performance impact — but a set of scale LEDs (Injora and Traxxas both offer TRX-4-compatible kits) dramatically improves the Sport's look at dusk or in shaded trail conditions. Search Injora LED light kit TRX-4 on Amazon.
10. Radio Upgrade — If You Want Cruise Control (~$150)
If Cruise Control is something you find yourself genuinely wanting, the upgrade path requires swapping to the Traxxas TQi 4-channel radio system (part 6507A, ~$149.95). You'd also need to add the T-Lock and 2-speed kits if you want those flagship features. At that point you're closing most of the gap to the flagship's price, so it's worth honestly asking whether you'd rather have just bought the flagship. But if you already own the Sport and love it, the radio upgrade alone is a useful addition. We cover radio options in our RC car transmitters guide.
11. Brushless Conversion (~$80–$150)
The Sport's Titan 21T 550 brushed motor is appropriate for trail crawling — high torque, low RPM, predictable. But if you want more punch (and a longer-running motor that runs cooler), a brushless 540-size conversion is possible with the XL-5 HV ESC. Note that for serious crawling, brushless isn't necessarily better than brushed — it changes the power character, not always in a crawler-friendly direction. Full breakdown in our brushed vs brushless guide and brushless motor options in our crawler brushless motor guide.
FAQ
Q: Should I get the TRX-4 Sport or save for the flagship TRX-4?
If you're a first-time scale crawler or running moderate trails, get the Sport. The $150–$200 you save is real money, and the features you give up — 2-speed transmission, remote diff lockers, TQi radio with Cruise Control — take months to actually miss. If you know you want maximum scale realism with a licensed body (Defender, Bronco, K10) from day one, or you plan to run highly technical competition-level terrain within your first year, go flagship. There's no wrong answer, but the Sport earns the "sensible first crawler" title honestly.
Q: Does the TRX-4 Sport have portal axles?
Yes — this is a common misconception worth clearing up. The TRX-4 Sport ships with the same Traxxas portal axles as the flagship TRX-4. That's a key part of what distinguishes the entire TRX-4 family from competitors like the Axial SCX10 III Base Camp, which uses straight axles. Portal axles raise the axle housing above the wheel centerline, giving the Sport its 80 mm ground clearance without needing oversized tires.
Q: Is the TRX-4 Sport Kit worth the assembly time vs. the RTR?
Financially, usually not — by the time you add electronics, the kit often costs as much as the RTR. But the Kit earns its price in a different currency: you learn the truck inside out, which makes every future repair faster and every upgrade more intuitive. If you already own compatible electronics (ESC, servo, motor, radio from a previous build), the Kit is a legitimate money-saver and an excellent learning platform. If you're starting from scratch, the RTR is the smarter path.
Q: Is the TRX-4 Sport beginner-friendly?
Very much so, with one caveat. On the driving side, it's forgiving — the XL-5 HV ESC has a Training mode, the spool differentials make traction predictable, and the waterproof electronics mean wet conditions aren't a disaster. The caveat is that rock crawling has a steeper learning curve than bashing — you're navigating obstacles, not just hitting the throttle. Expect the first few sessions to be about learning trail-reading as much as the truck itself. For a broader look at beginner-friendly options across all RC styles, see our beginner's RC guide.
Q: Can you upgrade the TRX-4 Sport to brushless?
Yes — the XL-5 HV ESC supports brushless motors with a motor swap. A 540-size sensored or sensorless brushless motor is a direct swap into the motor mount. That said, brushless isn't automatically better for trail crawling. Brushless motors produce more top-end RPM and a different power curve than the Titan 21T 550 — which can actually make low-speed obstacle work harder to manage. Many Sport owners stick with the brushed motor long-term for trail use and only make the swap if they add significant weight or want more punch for mixed-terrain use. See our crawler brushless motors guide for the tradeoffs in detail.
Conclusion
The TRX-4 Sport makes an argument that I've seen win over a lot of skeptics: you don't actually need to spend $500+ to get into quality scale crawling. The Traxxas chassis, the portal axles, the waterproof electronics, and the rugged drivetrain are all here — at around $350 RTR, it's the most accessible on-ramp to the TRX-4 platform Traxxas has ever offered.
What you genuinely give up is real but narrower than the marketing gap suggests. The 2-speed transmission and remote T-Lock diffs are things most trail drivers won't miss for their first year of crawling. Cruise Control is a nice-to-have, not a need-to-have. The generic body is the legitimate weakness — if you want your truck to look like a Land Rover from day one, the Sport isn't that truck.
Where the Sport falls short as a long-term recommendation is for drivers who know from the start that they want technical comp-style crawling, or who care deeply about scale body realism. For those buyers, the extra $150–$200 for a TRX-4 Defender or TRX-4 Bronco is well spent. For everyone else — the first-timer, the budget-conscious enthusiast, the parent buying a serious crawler for a teenager — the TRX-4 Sport is the honest recommendation. It's not a compromise. It's a choice.
→ Check the current price on Amazon — and see our full TRX-4 family guide for the complete lineup or RC crawlers complete guide if you're still deciding which platform fits your style.
