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Author Topic: FIM Cycle-car Streamliner  (Read 10740 times)
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Moxnix
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« Reply #45 on: October 22, 2012, 11:00:34 AM »

Viele Danke.
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Moxnix
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« Reply #46 on: October 22, 2012, 03:51:33 PM »

Yes, thanks for the PDF, Herr Schreiber.  My first accomplishment today was to print out the 73 pages if FIM rules for 2012.  And remind myself of the shape that works well in some avenues.


* pubdart.jpg (17.17 KB, 225x148 - viewed 123 times.)
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Peter Jack
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« Reply #47 on: October 22, 2012, 08:34:55 PM »

Does this mean the build will be fuelled by Guinness???  cheers cheers cheers

Pete
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« Reply #48 on: October 22, 2012, 08:38:18 PM »

Does this mean the build will be fuelled by Guinness???  cheers cheers cheers

Pete

Why not? All the rest of us have a Team Beer! cheers grin
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« Reply #49 on: October 23, 2012, 01:49:59 AM »

Quote
Matt, thanks for the photos of your "3-wheeler"  we are running the ShopGirls car in a layout like that for the Shell Eco-Marathon; car is about 9 feet long.  Any chance you have aphoto of the blue and white streamliner in this photo?

Michael, that is Don Vesco's streamliner with the new body in 1971:





It had a pronounced bulge over the front tire that year and that part was reduced in size in the next year.
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Moxnix
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« Reply #50 on: October 23, 2012, 09:53:11 AM »

A room temperature glass of Guiness stout is the official beer of this project, yes.  It's all I ever have in the garage, on a shelf, under a shop rag, so I don't have to share with senior management.  She can have the Budweiser products as I can't taste them.

Great series of photos.  Conversations some years back with Jack Dolan, before I even knew it would be a cycle car, went over some of the high mileage motorbike competitions and Battle Mountain type bicycle speed trials where 80 mph peddling is seen.

The Delta Wing car out of Indiana, both the prototype and the one entered in LeMans, rather renewed my interest.  In the Human Powered Vehicle competitions, the 2 wheels forward models gave great early traction for sprints; the delta 2 wheels aft were more stable against side winds and ran straighter at high speeds.  How this translates "up" remains to be seen.  Rear drive is easier.  Front drive is tempting.
« Last Edit: October 23, 2012, 10:33:20 AM by Moxnix » Logged

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« Reply #51 on: January 01, 2013, 07:31:35 PM »

First, this is the official end of my cycle-car build diary, posted here with. 

I'm heading out to parts unknown to work on my first love, diesel aircraft engine development, uninterrupted.  It's gong to be a "virtual" enterprise on my end, not happening at specific location, but continuing to work with others who will be staying at their own facilities. 

Our friends with the FIM here in the States have several resources to whom I can submit progress reports and questions over the course of the project.  I like to think it will be at BUB in 2014 and the Shootout that same year. 

Funny thing is how "easy" I believe this will be.  Always give the hardest part of a project to the laziest person, who will find the easiest solution.  Plus, I have at hand a decade of others experience and build diaries here on Landracing to refer back to.  FIM rules for construction, such a small niche in a big arena.  The "easy" is just reading carefully and always remember to color within their lines, not mine.

That's it.  All my best to you LSR folk and your lust for speed. 
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manta22
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« Reply #52 on: January 01, 2013, 08:18:44 PM »

Moxnix (machts nichts);

Good luck with the diesel aircraft engine project. You probably know this already but the Germans produced quite a few during WW II.

Regards, Neil  Tucson, AZ
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Regards, Neil  Tucson, AZ
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« Reply #53 on: January 03, 2013, 02:39:08 PM »

At the current rate of big-rig and locomotive conversion from Diesel fuel to CNG & LNG, you may be running in the VINTAGE class in a few years cheesy

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« Reply #54 on: January 13, 2013, 07:49:59 PM »

Moxnix... Power to weight will be the issue with the diesel UMMV
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