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Author Topic: G/F class lakester in Wichita, Kansas  (Read 62835 times)
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ggl205
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G/FL 218.282 since 1995. G/FL record since 1993.




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« Reply #360 on: September 21, 2017, 10:26:32 AM »

One last word on this build project; if you can swing it, book time in the Darko Technologies wind tunnel. It will reveal things you had no idea existed and will give you a faster, safer and more stable race car if you heed the data. I would have bet money that my Cp and Cg relationship was good but it turned out not to be the case. The tunnel confirmed what was experienced driving the car and how to correct the problem. Woody can do the same thing with CFD and I was going that direction but Darko was more convenient after WoS.

John
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tauruck
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« Reply #361 on: September 22, 2017, 09:34:41 AM »

Good one John. Keep the faith.
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wickedwagens
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« Reply #362 on: September 27, 2017, 09:56:49 AM »

You guys did a beautiful job on the lakester.  I was checking it out and took a bunch of pictures.  Well thought out and nicely designed.
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1968 Volkswagen Karmann Ghia
G/CFALT  106.643 MPH  8/2016
G/CGALT  113.131 MPH  9/2016
G/CBGALT  134.606  MPH  8/2017
G/CBFALT  146.715  MPH  8/2017
G/CBGC  158.242  MPH  9/2017
H/CBGC  94.334 MPH  8/2018
H/CPRO  93.383 MPH  8/2018
Top Speed 161.896 MPH
ggl205
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G/FL 218.282 since 1995. G/FL record since 1993.




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« Reply #363 on: September 27, 2017, 12:33:54 PM »

Wicked:

Looks like we had a mutual admiration society going at WOS. I was doing the same thing to your car. I love Ghia's and after seeing how clean and well prepared your car is, I started thinking unforgivable thoughts of finding a road going version. I like the early models best but also like IRS. Still, a clean 1964-67 with a killer engine would keep me smiling for years.

The lakester had a few new car teething problems at WOS. I expected this but you never know what to prepare for. Sequential shifting problems plagued us for three race days preventing us from getting 3, 4 and 5 gears. We were chasing ride height all week and when finally getting it right, something in the badly beaten up belly pan gave way causing the car to spin at 180 mph. Not too much damage but it ended our week (everybody else's too on the short course). One bright spot was the engine. It performed flawlessly all week. Can't wait until next year when we make necessary improvements and see this car run to its potential speed. It may open some eyes.

John
« Last Edit: September 27, 2017, 01:02:57 PM by ggl205 » Logged
ggl205
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G/FL 218.282 since 1995. G/FL record since 1993.




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« Reply #364 on: May 20, 2018, 08:42:21 AM »

Bonneville has a way of showing you all weak areas of your car and does so very quickly. We had a horrible time seeing out of the homemade, heat formed windshield and was barely able to pick our way down the track. Just too much distortion in critical viewing areas. The only solution was to put this in the hands of a professional and get it done right. I contacted a recommended company in Los Angeles who has built polycarbonate windshields for a number of LSR racers but never got far with them. Don't understand why but after sending pictures of what I wanted and an enthusiastic exchange of ideas, no future contact was forthcoming even after several attempts to reengage. Bummer. Lyn attended a race event at Phoenix International Raceway and met with a rep from Racing Shields out of Martinsville, Indiana. She explained the problem and they said it should be easy making a windshield to our satisfaction. I used .093" poly and Racing Shields said it should have been a minimum of .125".  Now that I have seen the final product, I can see no distortion in this new shield whatsoever (see image of windshield as viewed from inside the car). Hopefully, one problem solved.


Second, my right rear rocker took a big hit when Lyn got airborne and spun. Both rockers were sent to Ron Mong's shop for redesign and substantial strengthening. I think you will agree, the end result looks like a tank.


Thirdly, Stainless is helping me widen my front axle from 33" to 50". The tunnel said this will be an aero improvement so it will get done. While we are at it, a Watts link will replace the horrible Panard bar that caused us to constantly correct for a self steering car.  

There are other things too. A much, much sturdier belly pan bolted, not Dzus fastened to the chassis, three foot addition to the rear, all the stuff tech wants to see next time through inspection and the list goes on.

John


* New windshield.jpg (113.36 KB, 1080x810 - viewed 99 times.)

* New rear rockers.jpg (100.37 KB, 1080x810 - viewed 115 times.)

* New windshield inside view.JPG (70.28 KB, 640x480 - viewed 92 times.)
« Last Edit: May 20, 2018, 11:55:06 AM by ggl205 » Logged
Lemming Motors
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« Reply #365 on: May 21, 2018, 12:20:55 PM »


Thirdly, Stainless is helping me widen my front axle from 33" to 50". The tunnel said this will be an aero improvement so it will get done.


John
I sincerely appreciate you sharing what you learn. The track width has been a question for me for a while and the primary reason I am building a scale wind tunnel. Now I have your empirical data and eventually some relative scale data to give me a direction. I will let you know the results I get in scale (if anything useful emerges). I am in the US for parts buying work for two weeks and will start on the model when I get home. If nothing else the model can sit on my office desk and remind me why I go to work.
 cheers
John
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A Bonneville Lakester please barman.
Certainly sir; a lick of salt, a sip of gas and a twist of Lemming. More Lemming sir?
Just a squeeze.

A Squeeze of Lemming it is sir.
ggl205
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Age: 71
Location: Wichita, Kansas
Posts: 487


G/FL 218.282 since 1995. G/FL record since 1993.




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« Reply #366 on: August 03, 2018, 04:49:58 PM »

Stainless cut and welded into the existing axle tube, a 50 long, 1 3/8 OD, .250 wall piece of 4130. This brought the original axle from 33" to 50".  All hardware for the Watts link is made and loosely installed for fit and function purposes. Modifying the original axle to fit a Watts link system was no easy task. Initially, everything wanted to get in the way of everything else. Eventually, a workable solution was found.

After campaigning the car last year, connecting links (camber, caster, toe and trailing) leftovers from the donor Formula Continental seemed a bit light duty for Bonnevillle. They worked OK but for no other reason than a little extra confidence, I built bigger, beefier ones with corresponding increase in rod end size. The wrench hexes don't hurt my feelings either.

John


* Watts Link 1.jpg (134.15 KB, 1080x810 - viewed 58 times.)

* Watts Link 3.jpg (102.41 KB, 810x1080 - viewed 58 times.)

* Watts Link 4.jpg (151.21 KB, 1080x810 - viewed 67 times.)
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