Mojave 6S: V2 vs V3 vs EXB

Three RTRs, with an older EXB roller to keep separate

V2 represents the previous generation of the large 1/7-scale Mojave. The V3 standard RTR and EXB RTR are the two branches of its 2026 refresh. All retain four-wheel drive and independent suspension. The new trucks therefore build on the same desert-running idea, with much of the development concentrated on the hardware and the jobs you do between runs.

The earlier ARA7204 EXB was a roller requiring separately chosen electronics. The ARA7704V3 compared here includes its motor, ESC, steering servo and radio system. Used listings often shorten both to 'Mojave EXB', so confirm the model number and installed equipment before comparing prices. A previous-generation roller with an owner's chosen power system can feel very different from either factory RTR.

ARRMA introduction to the 2026 standard and EXB RTREarlier ARA7204 EXB roller package

The driving appeal survives the generation change

The newer models retain the large desert-truck proportions, rather than moving toward a short stunt-truck layout. Their length and independent suspension suit covering rough ground with visible body movement. That makes throttle timing, line choice and available space central to the experience. Extra reinforcement does not remove the need to slow down for a corner or choose a sensible landing.

Early V3 owner Ian Jones describes driving and photographing the standard truck on dirt and gravel, with smooth steering inputs useful on loose surfaces. His account is explicitly first impressions, without a GPS test or a direct EXB comparison. Earlier V2 owner Chris Sieckenius reported on AMain that the fitted gearing was more enjoyable for bashing than the optional speed pinion after four 6S sessions. Those experiences support choosing the setup for the terrain; they do not establish that the new EXB corners faster or survives more crashes.

Ian Jones: standard V3 first impressions, 7 October 2026AMain: Chris Sieckenius V2 owner review, 16 December 2020New standard and EXB platform details

The new stock gearing changes speed potential

V2 already had the Firma 4074 2050Kv motor and a 150A Smart ESC. Both new RTRs retain the motor specification and use the Smart V2 ESC. They also move from the fitted 16T pinion to 18T, with the 50T spur unchanged. The calculated 12.5% wheel-speed increase comes from that gearing change; it is not evidence of a 12.5% increase in motor power or measured ground speed.

Taller gearing reduces torque multiplication and increases the work required from the motor for a given wheel load. Deep grass and repeated acceleration deserve temperature checks before another pinion increase. All three have a 60+ mph advertised capability, but that headline does not mean every fitted setup delivers the same GPS speed. Battery condition, optional speed gearing, surface and tire behavior matter. On the new pair, choosing EXB does not buy a larger motor or a higher battery class.

V2 factory setup and optional gearing chartV3 factory setup and gearing chartEXB fitted drivetrain drawingV2 electronics packageNew EXB electronics package

The standard V3 already gets a substantial hardware update

The 7075-T6 aluminum chassis is shared by the new standard and EXB trucks. It is an important distinction when shopping: that chassis specification is available before paying the EXB premium. Both also receive the clipless body and underbody protection, while their included steering servo changes from V2's S652 to the S665. The familiar SLT3 transmitter and SR315 receiver remain in the package.

The drivetrain references explain another shared change. Both new models list the ARA310991 limited-slip center differential and ARA311199 open front/rear differential assembly; V2 lists ARA310959 for its center assembly. A limited-slip center unit changes resistance to speed differences between the axles, which can affect power delivery when traction varies. These are useful tuning differences, although the part numbers alone cannot establish how much faster either truck accelerates on a particular surface.

Factory description of the shared chassis and protectionV3 exact-model standard partsEXB exact-model standard partsARA310991 limited-slip center differentialARA311199 open front/rear differential

Where the EXB puts the extra money

The EXB adds machined aluminum front and rear gearboxes, machined 7075 aluminum shock towers and an upgraded shock package. These changes put stronger support around the drivetrain and suspension. For someone who repeatedly lands heavily or runs demanding rough terrain, buying that package assembled is a reasonable alternative to adding individual parts later.

Its shocks use machined pistons, precision shaft guides and X-ring seals. The front ARA-4449 and rear ARA-4450 have different piston specifications, so 'EXB shocks' should not be treated as one interchangeable assembly. Their design targets damping consistency and sealing. A comparative test would be needed to turn those features into a claim about lap times, leak frequency or crash survival. The EXB badge also does not establish that the standard V3's components are inadequate for ordinary running.

ARRMA EXB chassis, gearbox and shock equipmentEXB assembly drawingsARA-4449 front EXB shockARA-4450 rear EXB shock

Body access is an upgrade you use every outing

The V3 body releases through a button on each side, replacing the earlier exposed-clip arrangement. Both new versions also gain integrated underbody protection to help keep thrown debris away from the chassis. Battery changes and cleanup happen more often than major repairs, so these are meaningful ownership changes even for a driver who never needs the EXB's extra reinforcement.

The enclosure still needs attention after dusty or gravel-heavy runs. Jones specifically recommends checking the new guards and release mechanism for trapped debris during early V3 ownership. Keep those moving parts clear and inspect the cooling area when cleaning. The added protection can reduce what reaches the chassis, but its presence does not establish shorter maintenance intervals or a sealed drivetrain compartment.

Factory body-release and protection detailsStandard V3 owner inspection notes

What the US$40 and US$130 steps buy

On 16 October 2026, Horizon's U.S. pages displayed US$679.99 for V2, US$719.99 for standard V3 and US$849.99 for EXB RTR. These are dated advertised vehicle prices, excluding the separately required driving batteries and charger. They are not a verified comparison of each model's original launch MSRP. V2 availability also depends on the selected version and remaining stock, so a listed price is not a guarantee that a particular color can be ordered.

At those prices, V3 is US$40 above V2, about 5.9%, for the revised chassis specification, body system, protection and updated running equipment. The EXB costs another US$130, about 18.1% over standard V3, for its gearbox, tower, shock and reinforcement package while retaining the same motor and radio. For a new buyer at a US$40 gap, the standard V3 has a strong equipment case. A heavily discounted or well-kept used V2 changes that calculation; compare its condition and actual included equipment.

Horizon U.S. V2 price, checked 16 October 2026Horizon U.S. V3 price, checked 16 October 2026Horizon U.S. EXB RTR price, checked 16 October 2026

Keeping a V2 can still be the better use of the budget

A working V2 already delivers the large Mojave experience. If the suspension, drivetrain and body are healthy, the newer package does not create a repair requirement. Spend against the problem you actually encounter: worn joints, damaged body mounts, inadequate cooling or steering that no longer meets your needs. Tires, batteries and time driving may bring more benefit than replacing sound assemblies to match a newer specification.

For parts ordering, keep the generation and assembly together. V2's S652 and ARA340180 horn use a 23T spline, while the new S665 and ARA340198 horn use 25T. The updated body also depends on its mounting system and surrounding structure. Check the exact drawings and supporting parts before a conversion. Shared catalog listings help identify candidates, but they do not establish that a complete V3 body or EXB assembly can be transferred onto V2 without further changes.

V2 exact-model exploded viewV3 owner manual and assembliesEXB technical pack and steering assembly

Which edition makes sense for you?

The standard V3 is the strongest starting point for a new buyer who wants the updated Mojave for general desert running. At the checked US$40 gap over the older listing, it adds practical changes you will use every session as well as a substantial hardware update. The EXB suits someone who specifically wants the aluminum gearbox, machined tower and upgraded shock package from the outset, particularly if those parts were already on their shopping list.

A V2 owner should compare the cost of improving their existing truck with the cost of replacing it. Healthy running gear and a body you like are good reasons to keep driving it. The new trucks refine the package, but the evidence here does not establish that every owner needs the EXB or that either new version has a proven long-term reliability advantage.

Drivetrain

Power

Suspension

Steering & radio

Wheels & tires

Size & weight

Mojave 6S BLX V2

• www.horizonhobby.com: ARA7604V2.html
• www.horizonhobby.com: search
• www.horizonhobby.com: ARA550068.html

Full specification sources for Mojave 6S BLX V2

Mojave 6S BLX V3

• www.horizonhobby.com: ARA7604V3.html
• www.horizonhobby.com: ARA550069.html

Full specification sources for Mojave 6S BLX V3

Mojave 6S BLX EXB

• www.horizonhobby.com: ARA7704V3.html
• www.horizonhobby.com: ARA550069.html

Full specification sources for Mojave 6S BLX EXB