Coram LMP - official pictures!!
Discussion
.
Glad you like it!
Keep an eye on the site for finalised costs - they'll be appearing soon...
The site should be working OK now - we managed to fix the bugs. We'll have actual pictures on there in a few weeks.
Steve.
www.coram-automotive.com
Keep an eye on the site for finalised costs - they'll be appearing soon...
The site should be working OK now - we managed to fix the bugs. We'll have actual pictures on there in a few weeks.
Steve.
www.coram-automotive.com
Steve I think the problem with the website is due to different resolution monitors viewing it. I notice in the source (being nosey as to why it wasn't working properly, hope you don't mind) that you are using absolute referencing but not fixing the view size. ie the website grows to fit the window as you stretch it. This plays havoc with positioning eg the specs page is fine in 800x600 view but set it to 1280x1124 view and the body of the text stops the suspension and bodywork links from working. Try fixing the table to a fixed pixel width rather than a percentage.
Hope that helps
Smeagol.
Hope that helps
Smeagol.
Thanks Smeagol! I'll pass your suggestions directly to our web-designer - sounds like you know a bit about this...
Paul - I don't know if you remember, but our old site carried guide prices. We're trying not to stray too much from these, but they were based on Sierra donor components which we've ditched now as they wouldn't allow us to produce a lightweight car that handles! The advantage of these components was that they were cheap and readily available in the UK. It's a different story in other parts of the world, though.
The Sierra wasn't available (or it's variants) in a lot of the countries that we're now targeting. It could be had in the USA, but it bombed there and they're now like hens teeth - those that can be had are collectors items, so their owners would be reluctant to break them to provide donor bits!
We were also compromising our suspension geometry and unsprung weight by using these components. It became quickly apparent that we had to do our own suspension component design if we were going to produce a car that would provide the dynamic performance that its looks promise. In this sense, we've got to hit the ground running, and not playing catch-up to our competitors.
Steve.
www.coram-automotive.com
Paul - I don't know if you remember, but our old site carried guide prices. We're trying not to stray too much from these, but they were based on Sierra donor components which we've ditched now as they wouldn't allow us to produce a lightweight car that handles! The advantage of these components was that they were cheap and readily available in the UK. It's a different story in other parts of the world, though.
The Sierra wasn't available (or it's variants) in a lot of the countries that we're now targeting. It could be had in the USA, but it bombed there and they're now like hens teeth - those that can be had are collectors items, so their owners would be reluctant to break them to provide donor bits!
We were also compromising our suspension geometry and unsprung weight by using these components. It became quickly apparent that we had to do our own suspension component design if we were going to produce a car that would provide the dynamic performance that its looks promise. In this sense, we've got to hit the ground running, and not playing catch-up to our competitors.
Steve.
www.coram-automotive.com
Glad to hear you've ditched the donor parts bit (told you so!). The sector you're entering is for very serious, no-compromise performance cars, so custom parts not only help you meet the competition head-on, but also projects the right image.
For every order you lose from a Sierra-wreck owner, you'll gain two from Caterham, Radical, Westfield, etc.
For every order you lose from a Sierra-wreck owner, you'll gain two from Caterham, Radical, Westfield, etc.
Paul - I don't know if you remember, but our old site carried guide prices. We're trying not to stray too much from these ....
The Sierra wasn't available (or it's variants) in a lot of the countries that we're now targeting. It could be had in the USA, but it bombed there and they're now like hens teeth - those that can be had are collectors items, so their owners would be reluctant to break them to provide donor bits!
Steve, if you remember I never got past the first page of your old site!!!! The new one seems much better.
As for old Sierra's being collectors items in the states ...... you've just confirmed what I knew all along ....... No taste!
(Just to passify the owners of Cossie Sierra's of course I don't mean you. Still, Cosworths were probably not sold in the states)
Paul
The V6 engine (and V8 if it gets built) will use a transaxle. There are a number of considerations we have to analyse before making a final decision on which transaxle to use. 
Bike-engined cars will drive via a propshaft and differential unit.
The gearchange will be placed in the middle of the car, near the steering wheel to facilitate rapid gear changes; it will be cable operated. A later and more advanced option will allow for a steering wheel mounted, electronic shift mechanism.
Steve.
Bike-engined cars will drive via a propshaft and differential unit.
The gearchange will be placed in the middle of the car, near the steering wheel to facilitate rapid gear changes; it will be cable operated. A later and more advanced option will allow for a steering wheel mounted, electronic shift mechanism.
Steve.
Our car is roughly 6ft wide, about 12ft long, and almost 4ft high.
I think that most of the answers to your questions can be found in the forum on our web-site at: www.coram-automotive.com
Steve.
I think that most of the answers to your questions can be found in the forum on our web-site at: www.coram-automotive.com
Steve.
A couple more answers:
Size-wise, we're in between an Ultima and a Seven, both in wheelbase and width. I think Griffiths have about the same wheelbase as most Sevens but are wider. We also have very little rear overhang. Height is, erm, very low.
We don't forecast quite the same performance from a V6 as a ZX12, because the weight distribution will be less favourable & overall weight higher for the same nominal output at the crank. That's the price of better all-round driveability (higher torque, less revvy, reverse gear on the same lever!) but it may not be so much slower than a ZX12 powered car around a track due to more torque & better acceleration out of corners. That's speculation for now tho'.
A 2.5 litre Zetec V6 can be tuned to 400bhp without a turbo; that could be interesting. To give some longevity to the engine we may look at supercharging and water injection, but are not mad-keen on turbos due to the throttle delay usually found. Get that lag sorted and we would be knocking down Garrett's door
All that said, we're not engine tuners and of course the expertise is out there to tap into. As ever, how deep are your pockets? The bike engines are definitely the budget options; at over 5 grand an engine (new), V6s aren't a cheap alternative. If you want to avoid a Q plate, getting a reconditioned V6 means buying a new gearbox as well as every other component, which is still more expensive than putting in a brand new ZX12 engine and a recon diff.
Then again, if you don't give a stuff about a "Q" or aren't road registering the car, there isn't much cost difference between secondhand parts for the ZX12 and V6 versions. But you'll have to wait until the summer for the V6 - sorry
James (Steve's oppo *gatecrashing*)
Size-wise, we're in between an Ultima and a Seven, both in wheelbase and width. I think Griffiths have about the same wheelbase as most Sevens but are wider. We also have very little rear overhang. Height is, erm, very low.
We don't forecast quite the same performance from a V6 as a ZX12, because the weight distribution will be less favourable & overall weight higher for the same nominal output at the crank. That's the price of better all-round driveability (higher torque, less revvy, reverse gear on the same lever!) but it may not be so much slower than a ZX12 powered car around a track due to more torque & better acceleration out of corners. That's speculation for now tho'.
A 2.5 litre Zetec V6 can be tuned to 400bhp without a turbo; that could be interesting. To give some longevity to the engine we may look at supercharging and water injection, but are not mad-keen on turbos due to the throttle delay usually found. Get that lag sorted and we would be knocking down Garrett's door
All that said, we're not engine tuners and of course the expertise is out there to tap into. As ever, how deep are your pockets? The bike engines are definitely the budget options; at over 5 grand an engine (new), V6s aren't a cheap alternative. If you want to avoid a Q plate, getting a reconditioned V6 means buying a new gearbox as well as every other component, which is still more expensive than putting in a brand new ZX12 engine and a recon diff.
Then again, if you don't give a stuff about a "Q" or aren't road registering the car, there isn't much cost difference between secondhand parts for the ZX12 and V6 versions. But you'll have to wait until the summer for the V6 - sorry
James (Steve's oppo *gatecrashing*)
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