jollygreengiant
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| posted on 3/11/07 at 08:35 AM |
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The trouble is that this is ALL unknown territory for a Seven. All the theorist's in the world are going to make comments based on the
assumption that 'They' are right in the matter. But, at the end of the day, it is YOUR build. Done the way that YOU THINK is right. Sure
it is possible that things will break, you have however, by the looks of what I have seen so far, beefed all the most critical areas up as you believe
to be fit.
As for paint or engineering build, why paint or protect until you know there will be no more alterations. The quality is always to be assessed from
the finished article.
Keep up the good work lads.
Clive.
PS. I think the first thing to break will be one of the front wing stays, or, someones pants.  
pps. can you add my name to the growing list of passengers when finished.
Beware of the Goldfish in the tulip mines. The ONLY defence against them is smoking peanut butter sandwiches.
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mackei23b
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| posted on 3/11/07 at 09:13 AM |
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Good effort!
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takumi
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| posted on 3/11/07 at 09:47 AM |
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Nice chunky rear uprights..
but still connected to the chassis via standard size wishbones.. they look by-far the weakest link in your rear assembly..
If the wishbone are upto it , I bet the rear bushses will wear out quite quicklywith all that force ..
RobinHood 2B 2.0i pinto, Keihin 38mm Carbs, lightened flywheel, O'Mori remote filter kit, 10 row oil cooler. Modified head, 10.2cr, special
valves FR22 cam, 4- 1 header.
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wilkingj
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| posted on 3/11/07 at 10:09 AM |
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quote:
Originally posted by RazMan
I reckon the biggest strain will be in the rear uprights and everything connected to them -
With a V10, the biggest strain will be keeping the rectal muscles from doing involuntary exercises
1. The point of a journey is not to arrive.
2. Never take life seriously. Nobody gets out alive anyway.
Best Regards
Geoff
http://www.v8viento.co.uk
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David Jenkins
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| posted on 3/11/07 at 10:20 AM |
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quote:
Originally posted by D Beddows
I have to ask........what's with all the rust?
POR-15 recommends a wire-brushed ex-rusty finish for perfect results...
(that's the excuse I'd suggest, anyway! )
When I looked at that hefty chassis I thought that you'd need a big engine to move it around... oh, hang on a minute...
As for the wisdom of putting this V10 in a 7-style car, it's a bit like climbing Everest - it may not be the most sensible thing to do, but it
just has to be done anyway!
And if anyone heard the thing running without a silencer at Newark...
David
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violentblue
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| posted on 3/11/07 at 04:42 PM |
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quote:
Originally posted by bj928
for those who think i haven't done a little homework on this project here is one of my rear uprights, far from a sierra item,
Looks to be a Ford Thunderbird unit, same as what I'm using for my rear end.
a few pics of my other projects
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bj928
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| posted on 3/11/07 at 05:21 PM |
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your dead right, lovely units, mated to cobra mustang shafts and a mustang/thunderbird irs dif casing, 8.8 lsd with electronic diff lock, and a 2.73:1
gear ratio
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Simon
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| posted on 3/11/07 at 06:42 PM |
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I think it'll be a sweet handling dream machine when it's done. Ok, it may not be the best handling 7 on the market, but once it's
set up, I'll bet it'll still out handle most sporting tin tops.
It still has a low CoG - I doubt it'll weigh more than 850 to 925kgs which for a 500+ bhp car is not a lot
Some build their cars with 1300cc x/vflows, Zetecs, redtops, blacktops, greentops, R V8's ; blimey, some people even put bike engines in
theirs (now that's weird). Live axle, de Dion or IRS.
How many cars can claim to be essences of the original, yet have such wide diversity.
I think the V10 is a great idea, don't let anyone detract you from that thought.
Oh yeah, once you've cleaned the seat, you can take me out too
ATB
Simon
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Echidna
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| posted on 3/11/07 at 07:43 PM |
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I would recommend firstly to design the chassis in CAD and make a FEA analysis in order to maximize the rigidity/weight ratio. You have made a
brilliant job but i would be more happy to know that you have studied it "professionally" and make it as efficient as possible. That is,
use as little material as possible for a fairly big increase in rigidity.
Congratulations for your project!
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NOTE:This user is registered as a LocostBuilders trader and may offer commercial services to other users
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Simon
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| posted on 4/11/07 at 05:39 PM |
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quote:
Originally posted by Echidna
I would recommend firstly to design the chassis in CAD and make a FEA analysis......
I wouldn't Takes far to long. If it looks strong enough it probably is. The Moth redesign (to Tiger Moth), was done on the back of a fag
packet. Conversation went something along the lines of:
G de H to engineer "Ministry are moaning about the abiliity of pilots to escape quickly in the event of an emergency"
Engineer "Better modify the wings then"
G de H gets out the fag box, draws Moth with straight wings, draws an imaginary cut, bends the wings to clear cockpit, shows engineer, who says:
"Yeah, that ought to work".
Bear in mind the Luego chassis was originally stress analysed by Cranfield Univerity, and BJ and Mark have increased tube sizes in places and doubled
up tubes in other.
ATB
Simon
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jollygreengiant
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| posted on 4/11/07 at 05:57 PM |
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I was once told this :-
"The Difference between a real engineer and a designer is that to a real engineer if it looks right then the reality is that it probably is
right and you will spend an awful lot of money to improve it marginally.
Designers usually make it more complicated than necessary and spend an awful lot of time and money TRYING to prove engineers wrong."
I just wish I could remember his name.
Beware of the Goldfish in the tulip mines. The ONLY defence against them is smoking peanut butter sandwiches.
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Echidna
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| posted on 4/11/07 at 06:02 PM |
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quote:
I just wish I could remember his name.
Nigel Stepney, perhaps?
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NOTE:This user is registered as a LocostBuilders trader and may offer commercial services to other users
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Doug68
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| posted on 5/11/07 at 06:21 AM |
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quote:
Originally posted by jollygreengiant
"The Difference between a real engineer and a designer is that to a real engineer if it looks right then the reality is that it probably is
right and you will spend an awful lot of money to improve it marginally.
Designers usually make it more complicated than necessary and spend an awful lot of time and money TRYING to prove engineers wrong."
LMFAO This has to come from a "ginger-beer" not sure on the auto industry but in the ones I've been involved (aero, oil & gas
and other process industries) with the complete reverse is true.
Indeed it seems to me the main role of Designers is to keep the Engineers from making themselves look silly in public.
Mind you I'm not talking about the artsy-fartsy type of product designer who draws pretty pictures for some other group of poor Bstd's to
make actually work.
Also the Viper motor weighs ~500lb which is approximately 1 fat mate away from some of the normally used engines.
And I know what I'd rather have in the car.
[Edited on 5/11/07 by Doug68]
[Edited on 5/11/07 by Doug68]
Doug. 1TG
Sports Car Builders WA
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kb58
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| posted on 5/11/07 at 02:12 PM |
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quote:
Also the Viper motor weighs ~500lb which is approximately 1 fat mate away from some of the normally used engines.
To be complete in the comparison though, you have to include a big, heavy transmission, differential, driveshaft, larger gas tank, bigger battery, and
on and on. A powerful engine weighs much more than a couple extra cylinders.
[Edited on 11/5/07 by kb58]
Mid-engine Locost - http://www.midlana.com
And the book - http://www.lulu.com/shop/kurt-bilinski/midlana/paperback/product-21330662.html
Kimini - a tube-frame, carbon shell, Honda Prelude VTEC mid-engine Mini: http://www.kimini.com
And its book -
http://www.lulu.com/shop/kurt-bilinski/kimini-how-to-design-and-build-a-mid-engine-sports-car-from-scratch/paperback/product-4858803.html
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tweek
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| posted on 5/11/07 at 05:10 PM |
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should still be a good whack lighter than the actual viper tho (which according to wikipedia is around the 1500kg mark)
good luck with it anyway, it may not be pure locost but i'm sure it'll be pure fun anyway
"oh dear..." said god,
"I hadn't thought of that"
and promptly vanishes in a puff of logic
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Simon
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| posted on 6/11/07 at 08:47 PM |
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quote:
Originally posted by kb58
........ have to include a big, heavy transmission, differential, driveshaft, larger gas tank, bigger battery, and on and on. A powerful engine weighs
much more than a couple extra cylinders.
[Edited on 11/5/07 by kb58]
Not quite true I'm afraid
Watched an episode of Rides on Discovery t'other day, and they did a conversion on an IS200 Lexus.
They binned the all steel small engine and auto box, and chucked in a Lexus GS430 alloy V8 and Supra manual box.
Difference between the two engines was a couple of kilos.
Bit of a no brainer really
ATB
Simon
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kb58
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| posted on 6/11/07 at 09:08 PM |
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Fair enough, though coming from an "all steel engine" is becoming more rare, especially for a sports car. However, everything else still
applies, heavier starter, battery, cables, gas tank, chassis tube size, etc. The difference in vehicle weight is more than just the difference in the
engine itself.
[Edited on 11/6/07 by kb58]
Mid-engine Locost - http://www.midlana.com
And the book - http://www.lulu.com/shop/kurt-bilinski/midlana/paperback/product-21330662.html
Kimini - a tube-frame, carbon shell, Honda Prelude VTEC mid-engine Mini: http://www.kimini.com
And its book -
http://www.lulu.com/shop/kurt-bilinski/kimini-how-to-design-and-build-a-mid-engine-sports-car-from-scratch/paperback/product-4858803.html
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mr henderson
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| posted on 6/11/07 at 09:19 PM |
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quote:
Originally posted by Simon
They binned the all steel small engine and auto box, and chucked in a Lexus GS430 alloy V8 and Supra manual box.
Difference between the two engines was a couple of kilos.
Sounds like the exception that proves the rule
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DarrenW
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| posted on 7/11/07 at 09:26 PM |
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Is the wheely bar detachable????? Cant see it in 2nd pic
That bloody car nearly made my jump out of my skin at Newark i can see why the mods were necessary
Why do people insisit on having a discussion about agility, handling, nimbleness etc when pics are posted. This car will be a fantastic expression of
the great british 'cos i can' attitude. I applaud it for what it is. Well done guys, keep up the good work.
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kb58
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| posted on 7/11/07 at 10:33 PM |
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quote:
Why do people insisit on having a discussion about agility, handling, nimbleness etc when pics are posted.
Because of where it's posted. Kind of like someone showing up naked at church naked. Doesn't matter what they look like; it's going
to get comments because in the context of the setting. OTOH, in a hot rod forum it would be greated with open arms.
[Edited on 11/7/07 by kb58]
Mid-engine Locost - http://www.midlana.com
And the book - http://www.lulu.com/shop/kurt-bilinski/midlana/paperback/product-21330662.html
Kimini - a tube-frame, carbon shell, Honda Prelude VTEC mid-engine Mini: http://www.kimini.com
And its book -
http://www.lulu.com/shop/kurt-bilinski/kimini-how-to-design-and-build-a-mid-engine-sports-car-from-scratch/paperback/product-4858803.html
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JoelP
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| posted on 7/11/07 at 10:48 PM |
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well i would welcome it with open arms. Its not a car for me but im very disappointed that the builders are taking flak for building a car how they
want it. What will everyone say when i start to build a monster truck?
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RazMan
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| posted on 7/11/07 at 11:07 PM |
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quote:
Originally posted by JoelP
What will everyone say when i start to build a monster truck?
[chortle]
One thing you can be sure of on here - you always get a whole spectrum of comments and 'advice', some good and some bad. It's why we
post here isn't it? To exchange ideas.
At the end of the day it is your car and your dream and it is entirely up to you if you choose to accept or reject those ideas. If it works then
hooray - if it breaks then just rebuild it a bit stronger next time around.
Cheers,
Raz
When thinking outside the box doesn't work any more, it's time to build a new box
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kreb
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| posted on 8/11/07 at 12:29 AM |
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quote:
Not quite true I'm afraid
C'mon Simon, that's just silly. The sort of torque that V10 makes would snap most gearboxes and axles like a twig. You want to be able to
reliably withstand that force? You need beef or high-zoot materials (Weight or cost). Proper engineering is a package, not a paste-on.
The subject project is marvelous! Will it be the fastest thing around? probably not. Certainly not in proportion to it's displacement, but who
really cares. If you love those big honkin' engines, knock yourself out! Crikes, there's nothing so tiresome as folks invoking the
"true spirit" of Colin Chapman.
https://www.supercars.net/blog/wp-content/uploads/2016/04/1966_FiatAbarth_1000SP1.jpg
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Doug68
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| posted on 8/11/07 at 05:04 AM |
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From what I can see the Viper uses a T-56 gearbox weighing ~54Kg?
That doesn't sound too fat to me.
Doug. 1TG
Sports Car Builders WA
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RichB
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| posted on 8/11/07 at 12:40 PM |
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I know it's not all about the figures, especially with a seven, but when you're looking at upwards of 500bhp/tonne we're talking
serious straight line speed.
Obviously this is enough power to perhaps be the fastest seven type car; at what point do you think the aerodynamics will give up?
BTW I love what you're doing - pushing boundaries gets discussion & creativity flowing. I just don't have skills/experience/b*lls(the
real reason) to be on the bleeding edge! Good luck with the project.
Rich
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