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Author Topic: #715 - Speed Demon  (Read 25447 times)
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Seldom Seen Slim
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« on: July 29, 2012, 08:26:50 AM »

Why haven't I started a build diary for this car before?  Ron Main keeps sending information - and I've usually just posted it without thinking about a diary all for itself.  Well - it's not a traditional build diary, but here's another batch of photos that he forwarded to me.  These show the drive shaft and housing, and then the new transmission.  I don't have further information on this stuff, but if you post a question Ron (who now and then monitors this site) might come up with answers.







Okay - now to the new tranny:













Finally - - not the transmission, but George's steering wheel and the shifter (I think):



That's it for now.
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Jon E. Wennerberg
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« Reply #1 on: July 29, 2012, 09:09:37 AM »

So that's the new one off Wiseman trans. Do you have any info on it or just pics?
  Sid.
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« Reply #2 on: July 29, 2012, 09:47:58 AM »

If that new stuff works, we're in for some stunning speeds.  wink Wayno
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« Reply #3 on: July 29, 2012, 10:18:37 AM »


It's a Liberty 7 speed not a Wiseman.

So that's the new one off Wiseman trans. Do you have any info on it or just pics?
  Sid.
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« Reply #4 on: July 29, 2012, 12:43:45 PM »

Very cool shots! Thanks Ron and Slim
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« Reply #5 on: July 29, 2012, 06:08:57 PM »

I thought they were going to use a Wiesman because he sprays oil on the hot spots to make the grearbox live.

What is a Liberty 7 ?

Thanks, Don
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« Reply #6 on: July 29, 2012, 07:11:48 PM »

I can't answer specifically, Don, but I know that one of the long-term issues with the Speed Demon has been the drive line not living through the impact of each shift - just too much torque/torque change all at once, even with the MoTeC programmed to try to soften the hit each shirt.  So - one reason for the seven-speed (eight, if you count the push truck) is to be able to run closer gears so there's not so much difference 'tween each.  Yes, I assume there's a trade-off - what with the now being one extra shift per se to worry about hurting things.

Also -- maybe the 7-speed allows a slightly longer final drive ratio so the team can hit the goal of 500 mph without bogging too much in lower gears.
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Jon E. Wennerberg
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« Reply #7 on: July 29, 2012, 07:27:55 PM »

More Please
Thanks Richard 2
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« Reply #8 on: July 31, 2012, 07:11:01 AM »

Here's a bit that Ron Main sent last night - about the rear suspension in the #715 car.

SPEED DEMON WITH FERGUSON REAREND AND MAXWELL"GEMIMI I" SUSPENSION
 
SUSPENSION
First of all, if the racing surface was smooth and flat, we wouldn’t need any.  But unlike drag racing Bonneville sometimes is more like off-road racing.  There is only one way to go fast. The drive wheels movement must be dampened by the coil/shocks and stay on the track surface for maximum traction.  The 1st 400 mph wheel-driven car had full suspension. The “Turbinator” world’s fastest wheel-driven car had full suspension both ends. All the total movement we had on the Demon was .250.  I believe we need a minimum of .500.  Also if there is room for a lower wish bone it will help, with our lateral movement.  After watching the Replay films of our rear end almost jumping out of car on a ruff track even though we had a upper top fuel wishbone suspension and a huge (1.75)track bar. I ask Steve Watt if we could design twin wishbone suspension as proposed on the Bloodhound SST. As far as I know this is the first racecar with this suspension.
 


* #715 rear suspension.jpg (68.18 KB, 749x589 - viewed 1231 times.)
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Jon E. Wennerberg
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« Reply #9 on: July 31, 2012, 02:15:20 PM »

Why haven't I started a build diary for this car before?  Ron Main keeps sending information - and I've usually just posted it without thinking about a diary all for itself.  Well - it's not a traditional build diary, but here's another batch of photos that he forwarded to me.  These show the drive shaft and housing, and then the new transmission.  I don't have further information on this stuff, but if you post a question Ron (who now and then monitors this site) might come up with answers.

Finally - - not the transmission, but George's steering wheel and the shifter (I think):



That's it for now.

That there red thingie is the chute release lever.  The shifter's on the steering wheel (push button.)

You can see the whole thing on youtube:


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Seldom Seen Slim
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« Reply #10 on: July 31, 2012, 08:02:31 PM »

Yeah, I admit it -- calling that a shifter was pretty lame.  With a multi-speed tranny that's air operated -- a shift lever would be kind of superfluous.  Thanks, Ray.  See you soon.
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Jon E. Wennerberg
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« Reply #11 on: July 31, 2012, 08:04:24 PM »

Always a pleasure when I get to correct the "Comma Cop."  LOL! 

I'm planning to be on the salt on afternoon of the 8th.  C ya then.
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« Reply #12 on: July 31, 2012, 08:56:46 PM »

This car has a lot of fantastic workmanship and is a delight to look at. As for the first car with a swing arm suspension, I thought there were several stream liners already with swing arms or a variant of the swing arm suspension.  One that comes to mind is Bob Dalton's car, maybe he will chime in.  Tony
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« Reply #13 on: July 31, 2012, 10:26:39 PM »

Tony, I don't think this one is even a swing arm variant. But, it is well thought out and nice. I like the slider on top. Having built something similar I know how hard it is to get the geometry right, the guy that built this one knows WAY more than I!
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« Reply #14 on: August 01, 2012, 12:34:10 AM »

If you look close both the upper and lower "A" arms have sliders which means that the intent of both arms is to only provide lateral location and the 4 bar provides longitudinal location. Interesting thinking, sure would like to hear the reasoning for the seemingly redundant "A" arms. 

Rex
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