Landracing Forum Home
February 22, 2018, 01:35:40 AM *
Welcome, Guest. Please login or register.
Did you miss your activation email?

Login with username, password and session length
News:
BACK TO LANDRACING.COM HOMEPAGE
 
   Home   Help Search Calendar Login Register  
Pages: 1 2 3 4 5 6 7 8 [9] 10
 81 
 on: February 18, 2018, 01:26:38 PM 
Started by jdincau - Last post by jdincau
Pictures would help tremendouly.
Please verify pricing cited is to include all that is described in text.
Any suspension in chassis-Front and rear, or solid?
All described is included. Front suspension is straight tube axle with quarter elliptic springs, rear is solid. Torsion bars are in place for rear but locked out. Shocks will have to be added to activate.

 82 
 on: February 18, 2018, 01:09:18 PM 
Started by jdincau - Last post by Cheep Speed
Pictures would help tremendouly.
Please verify pricing cited is to include all that is described in text.
Any suspension in chassis-Front and rear, or solid?

 83 
 on: February 18, 2018, 12:31:01 PM 
Started by Sequim Jim - Last post by donpearsall
I have built bodywork similar to what you have drawn. I just wanted to compliment you on your sketching skills!
Also, make sure you can see straight ahead. You may have to raise your head a bit more.

Don

 84 
 on: February 18, 2018, 12:28:57 PM 
Started by wobblywalrus - Last post by WOODY@DDLLC
WW, another useful source if you haven't found it: http://www.kingbearings.com/technical-info/


 85 
 on: February 18, 2018, 12:05:59 PM 
Started by Brickster - Last post by Brickster
I finally got the engine, exhaust, cooling system, intercooler and fuel tank done. Removed it all from the truck and itís now in the dyno room. Tuning and testing to happen in the next few weeks.

 86 
 on: February 18, 2018, 11:13:32 AM 
Started by Milwaukee Midget - Last post by Milwaukee Midget
I absolutely LOVE the fact that we have a representative from Jaguar/Rover powertrain certification joining in on this conversation.  Forker, if you ever do get to the salt, I'm going to force you to drive this thing.

Excuse me distracting you all if I missed something; erm, aluminium tube joint to steel fuel tank carcass..? Lots of bolts and an o-ring?



I'm basing this design on the Holley retrofit in-tank module -

https://www.holley.com/products/fuel_systems/fuel_pumps_regulators_and_filters/fuel_pumps/in-tank_retrofit_fuel_module/parts/12-130

In fact, if the Holley set-up allowed for a shallower installation, I'd have probably just went that way.

If I had welding skills, I might be looking at a different arrangement.

But you've driven Spridgets - in the interest of keeping everything authentic, what could be more British than creating the potential for a bi-metal reaction and using too many bolts?  grin


Perhaps this class mandates unmolested fuel tank architecture; if so that kills the above idea anyway.


That is, indeed, part of it.  The class requires that the stock fuel tank be retained, although it does not have to be used.  But given the lack of space, retaining the stock tank as a fuel tank actually makes a lot of sense.

I DID, however, contemplate using the fuel tank as a coolant tank.  Harold Bettes previously posted up a formula to determine the amount of water one would need.  The 11 gallon MG tank would have been more than adequate to keep this engine cool for the entire run. 

So the question becomes, if 11 gallons of water is sufficient to keep a 135 hp aluminum racing engine properly cooled (<200 degrees) for three miles, how much heat will be introduced into a fuel return line that collects heat from ambient under-hood sources and from the fuel rail?

I'm not sure where I would start to do an apples-to-apples comparison of heat introduction through the return line - although I'm sure it occurs.  I'd need temperatures and methods, along with the heat transfer capacity of the fuel to be able to determine the actual amount of heat introduced into the return line through the fuel rail and ambient under-hood temps.

Mark and I have discussed a fuel cooler, but we also need to keep in mind the objective, which is a three-mile drive.

I just don't see a lot of potential for heat build-up in the fuel, and given the monitoring and automated capabilities of racing EFI systems, I don't know that this would be an issue.  But I'm not dismissing it out-of-hand, because, to be honest, I don't know.

As to running returnless, I'm not familiar enough with the practice to comment.

And there would have to be some ice; the salt pix look like it's a warmish place compared to Blighty so it'd be necessary to take a huge bucket of ice from the hotel.


The problem there is that if you want ice from the machines in the hotels, you've got to get up at 4:00 in the morning and wait in line behind all the other racers who got up at 3:30.  wink



 87 
 on: February 18, 2018, 10:48:11 AM 
Started by wobblywalrus - Last post by wobblywalrus
The leap from qualitative to quantitive reasoning could not be done.

Qualitative:  The rod big ends can be honed to larger inside diameter to make room for bearing shells with polymer coatings.  Heat transfer from the shells to the rods and the resistance of the shells to spinning in the big ends are somewhat dependent on crush.

Quanitative:  How much crush does it have now?  How much does it need to be?  How much bore enlarging will be too much?  All of this is needed to verify if the big ends can be enlarged.  I could not find any info about how to do this.

Qualitative:  The crankcase is made from a metal that expands thermally twice as much or more than metal used for the crankcase bolts, bearing shells, and the crankshaft.  Hot running clearances might differ than cold clearances when the engine parts are measured in the cellar.  Some allowances may need to be made.

Qualitative:  This needs to be figured out.  Again, I could not find the procedures to do the measurements and the math.

The end result is simply doing what Triumph did and that is using late model bolts, bearing shells and tightening procedure.  The last was modified slightly using recommendations from the Triumph flat track engine builder.  It would have been a big mess if Triumph did not do what they did and I was on my own to figure out a solution.  It was a humbling experience.

 88 
 on: February 18, 2018, 10:34:07 AM 
Started by Sequim Jim - Last post by Stainless1
SCTA or AMA
If SCTA you will need a new log book and frame sticker... Your number is yours, not the vehicle's.

 89 
 on: February 18, 2018, 09:57:17 AM 
Started by Sequim Jim - Last post by Sequim Jim
Hi,
I'm building a BMW R100RT (airhead) to race in the APS-PF class. The frame is my own design, along with the chain drive conversion. Do I need to have the frame pre-inspected before Bonneville? I probably will not bring the bike I rode last year. Do I keep the same racing number or do I need to have another number assigned to my new bike?

 90 
 on: February 18, 2018, 09:53:28 AM 
Started by Milwaukee Midget - Last post by hoffman900
I have heard that the SPCA and PETA are lobbying aggressively to have piston oil squirrels replaced by some sort of pressurized tube and orfice oil delivery system.  grin

vic

Oh man, just saw that  grin. Stupid autowrong on my phone  shocked rolleyes  grin

Pages: 1 2 3 4 5 6 7 8 [9] 10
Powered by MySQL Powered by PHP Powered by SMF 1.1.21 | SMF © 2015, Simple Machines
Simple Audio Video Embedder
Valid XHTML 1.0! Valid CSS!


Google visited last this page February 10, 2018, 11:35:10 AM