Discussion
Sam919; regarding the orientation of the dampers. I suspect a reason was because it was designed as a totally bolt on setup, using existing mounts on the chassis. To use the bottom cruciform would've required extra brackets to be added.
It also would be putting the force of the damper vertically into the cruciform. It's not particularly well triangulated vertically in this area, so it would've required bracing for that too.
In front of the engine is a location that many use for dry sump tanks and appollo tanks. Having the design there could've limited the market, or at least made it awkward for many.
Still, I agree. With the amount of work in both options, it could've been neatly done. A nice clamp on bracket for the cruciform and a simple tension rod to the reservoir boss that he used from above.
It also would be putting the force of the damper vertically into the cruciform. It's not particularly well triangulated vertically in this area, so it would've required bracing for that too.
In front of the engine is a location that many use for dry sump tanks and appollo tanks. Having the design there could've limited the market, or at least made it awkward for many.
Still, I agree. With the amount of work in both options, it could've been neatly done. A nice clamp on bracket for the cruciform and a simple tension rod to the reservoir boss that he used from above.
Farlig said:
mickrick said:
rdodger, it's quite possible, as Holeshot are still advertising the engine. Strange John never mentioned it to me though.
I've had a lot of correspondence with Jack Frost, but I don't want to bother him anymore untill I'm ready to buy.
If I can still get one when the time comes, that would be great!
Or.... how about a 4 rotor wankel... 660bhp (N/A) and the sound... ohh the sound!!!!!I've had a lot of correspondence with Jack Frost, but I don't want to bother him anymore untill I'm ready to buy.
If I can still get one when the time comes, that would be great!
Edited by Farlig on Tuesday 4th March 17:55
snapper seven said:
Grrr. Usual excitement followed by disappointment (no offence to the above post!)
When I see this thread pop up to the top I get excited to think there is an update but then get deflated when there isn't.
Chop chop Mick, your eager audience awaits
Cheers
SS
Sorry to disappoint SS. Patience, patience, do it once, do it right When I see this thread pop up to the top I get excited to think there is an update but then get deflated when there isn't.
Chop chop Mick, your eager audience awaits
Cheers
SS
mickrick said:
But have you seen what they weigh ?
It´s all relative - if you´re thinking v8 etc etc... the simplicity of few moving parts, titanium rotors etc they´re not that heavy, and the sound, did I mentione that...!I´m considering one tbh!!
http://www.pulseperformance.co.nz/index.php?page=p...
It´s been done before, there is a Caterham with a Mazda rotary in it. I looked at them and they´re heavy.
I do like the sound of the tuned ones, like a big two stroke, and I like two strokes
I´m talking Hartley V8, they´re tiny, 500 cube, and lighter dressed than an undressed Duratec, but I would consider the H3 with a turbo at about 60kg, but then again, I don´t know if I want to go forced induction. They are very tractable these days though.
I spoke at length with Duncan Cowper, and he says his turbo Busa Dax rush is quite linear in power delivery.
Anyway, at this rate, the engine is a long way off, I´m working in a job at half the salary I was on at the beginning of last year, so unless something else comes along I may be too old to drive it by the time it´s finished!
I do like the sound of the tuned ones, like a big two stroke, and I like two strokes
I´m talking Hartley V8, they´re tiny, 500 cube, and lighter dressed than an undressed Duratec, but I would consider the H3 with a turbo at about 60kg, but then again, I don´t know if I want to go forced induction. They are very tractable these days though.
I spoke at length with Duncan Cowper, and he says his turbo Busa Dax rush is quite linear in power delivery.
Anyway, at this rate, the engine is a long way off, I´m working in a job at half the salary I was on at the beginning of last year, so unless something else comes along I may be too old to drive it by the time it´s finished!
mickrick said:
It´s been done before, there is a Caterham with a Mazda rotary in it. I looked at them and they´re heavy.
I do like the sound of the tuned ones, like a big two stroke, and I like two strokes
I´m talking Hartley V8, they´re tiny, 500 cube, and lighter dressed than an undressed Duratec, but I would consider the H3 with a turbo at about 60kg, but then again, I don´t know if I want to go forced induction. They are very tractable these days though.
I spoke at length with Duncan Cowper, and he says his turbo Busa Dax rush is quite linear in power delivery.
Anyway, at this rate, the engine is a long way off, I´m working in a job at half the salary I was on at the beginning of last year, so unless something else comes along I may be too old to drive it by the time it´s finished!
That would be a shame... put me down for first dibs then I do like the sound of the tuned ones, like a big two stroke, and I like two strokes
I´m talking Hartley V8, they´re tiny, 500 cube, and lighter dressed than an undressed Duratec, but I would consider the H3 with a turbo at about 60kg, but then again, I don´t know if I want to go forced induction. They are very tractable these days though.
I spoke at length with Duncan Cowper, and he says his turbo Busa Dax rush is quite linear in power delivery.
Anyway, at this rate, the engine is a long way off, I´m working in a job at half the salary I was on at the beginning of last year, so unless something else comes along I may be too old to drive it by the time it´s finished!
Farlig said:
mickrick said:
It´s been done before, there is a Caterham with a Mazda rotary in it. I looked at them and they´re heavy.
I do like the sound of the tuned ones, like a big two stroke, and I like two strokes
I´m talking Hartley V8, they´re tiny, 500 cube, and lighter dressed than an undressed Duratec, but I would consider the H3 with a turbo at about 60kg, but then again, I don´t know if I want to go forced induction. They are very tractable these days though.
I spoke at length with Duncan Cowper, and he says his turbo Busa Dax rush is quite linear in power delivery.
Anyway, at this rate, the engine is a long way off, I´m working in a job at half the salary I was on at the beginning of last year, so unless something else comes along I may be too old to drive it by the time it´s finished!
That would be a shame... put me down for first dibs then I do like the sound of the tuned ones, like a big two stroke, and I like two strokes
I´m talking Hartley V8, they´re tiny, 500 cube, and lighter dressed than an undressed Duratec, but I would consider the H3 with a turbo at about 60kg, but then again, I don´t know if I want to go forced induction. They are very tractable these days though.
I spoke at length with Duncan Cowper, and he says his turbo Busa Dax rush is quite linear in power delivery.
Anyway, at this rate, the engine is a long way off, I´m working in a job at half the salary I was on at the beginning of last year, so unless something else comes along I may be too old to drive it by the time it´s finished!
But then you´ll be Captain Zimmer too! 
O.K. Farlig, Ive been doing a bit more research. Yes you peaked my interest on the rotary again and as I thought, the RX8 Rennesis engine weighs 122kg fully dressed. I suppose a Duratec has to be close to this?
But the rotarys are small, about the size of the gearbox bell housing.
The weight put me off ages ago, but after some more reading, Ill reserve judgment until Ive read Mark Warner's book "Street Rotary"
and as I thought, the RX8 Rennesis engine weighs 122kg fully dressed. I suppose a Duratec has to be close to this?But the rotarys are small, about the size of the gearbox bell housing.
The weight put me off ages ago, but after some more reading, Ill reserve judgment until Ive read Mark Warner's book "Street Rotary"
So after 3 years of development, and mucho re-making of parts, my rear drum parking brake in the disc bell project is complete!
BG Developments did the work for me. Top marks again
Here is the back plate and actuator which fits over the bearing carrier. Note the bronze bushing for the actuator shaft, and the screwdriver slot in the top shoe mount, which has a rotating cam for adjustment by slacking a bolt in the rear of the plate. Crude but simple and effective.
Here are the brake shoes fitted to the backing plate, and in position over the bearing carrier. The shoes are from a Vespa scooter, and have been machined to clear the bearing carrier, and a bit of lightness added between the webbing. (I posted pictures of them in the machining fixture earlier on in the thread).
I am using 2 degree dedion ears from a JPE with radial calliper mounts. The back plate uses the same bolts as used to mount the bearing carrier. they are recessed into the plate.
A 267 X 9.7mm solid disc was used, as I didn't feel it was necessary to use a ventilated disc on the rear of such a light road going car. Plus a vented disc is much heavier. (I am hoping the car will come in at below 500kgs.)
The disc is floating on an alloy bell.
Here are a couple of shots of the disc and bell mounted to the hub with CS bolts to clear the brake shoes.
The bracket for the handbrake cable sleeve is machined into the calliper spacers. A standard Caterham cable is used.
The callipers are a cast one piece formula car calliper from AP. BGD machined the top off the AP cast logo, so they would match the AP Radi-Cal formula 3 callipers I have used on the front.
The weight of the extra components for the brake in the bell is 564 grams, a touch over what a spot calliper would have been, (although I think the weights quoted for the spot callipers may be without the pads) but I think this is a much nicer solution. Tidier looking than having two callipers I think, and I didn't think the spot callipers I looked at where very nice quality.
Now I just need to find the time to get it all fitted!
BG Developments did the work for me. Top marks again
Here is the back plate and actuator which fits over the bearing carrier. Note the bronze bushing for the actuator shaft, and the screwdriver slot in the top shoe mount, which has a rotating cam for adjustment by slacking a bolt in the rear of the plate. Crude but simple and effective.
Here are the brake shoes fitted to the backing plate, and in position over the bearing carrier. The shoes are from a Vespa scooter, and have been machined to clear the bearing carrier, and a bit of lightness added between the webbing. (I posted pictures of them in the machining fixture earlier on in the thread).
I am using 2 degree dedion ears from a JPE with radial calliper mounts. The back plate uses the same bolts as used to mount the bearing carrier. they are recessed into the plate.
A 267 X 9.7mm solid disc was used, as I didn't feel it was necessary to use a ventilated disc on the rear of such a light road going car. Plus a vented disc is much heavier. (I am hoping the car will come in at below 500kgs.)
The disc is floating on an alloy bell.
Here are a couple of shots of the disc and bell mounted to the hub with CS bolts to clear the brake shoes.
The bracket for the handbrake cable sleeve is machined into the calliper spacers. A standard Caterham cable is used.
The callipers are a cast one piece formula car calliper from AP. BGD machined the top off the AP cast logo, so they would match the AP Radi-Cal formula 3 callipers I have used on the front.
The weight of the extra components for the brake in the bell is 564 grams, a touch over what a spot calliper would have been, (although I think the weights quoted for the spot callipers may be without the pads) but I think this is a much nicer solution. Tidier looking than having two callipers I think, and I didn't think the spot callipers I looked at where very nice quality.
Now I just need to find the time to get it all fitted!
Edited by mickrick on Sunday 14th December 17:48
mickrick said:
Thanks for the nice comments
DCL, the hard work is done. There are drawings and part numbers for all the pieces now. If you're interested in doing the same, give David at BG Developments a call.
Cheers,
Mick.
Good job Mick - you & BG have done a bril job there - I will defo go this way when I eventually get me a new cat... unfortunately I have no AFE approval any longer seeing as WE bought a rotten old house & WE have to renovate... And I thought cars were a money drain... pah!DCL, the hard work is done. There are drawings and part numbers for all the pieces now. If you're interested in doing the same, give David at BG Developments a call.
Cheers,
Mick.
Now I just can´t wait for your next installant in March... yeah March 2016 of course
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