Author Topic: UK Lakester build G/GL  (Read 32850 times)

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Offline WOODY@DDLLC

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Offline Stainless1

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Re: UK Lakester build G/GL
« Reply #361 on: June 22, 2019, 09:32:36 AM »
Ours looks like this... we use if blown to supply air to the turbo and unblown to supply pressurized air to the throttle bodies.  It has been years since we instrumented the airbox, but I suspect we still get pressure.
Stainless
Red Hat 228.039, 2001, 65ci, MSA Bockscar Lakester with a little N20 
MSA Bockscar Lakester #1000 my fastest mile 245 and change, 84 ci turbobusa motor... but Corey's 233 MPH H/BFL record is still 3MPH faster than mine.

Offline Sumner

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Re: UK Lakester build G/GL
« Reply #362 on: June 22, 2019, 01:44:19 PM »
I'll add the following.  I had a person who I won't identify, but will say they hold a world record, tell me that they use a NACA duct on their vehicle which is blown (turbo) but wouldn't consider using one if it was NA unless a lot of effort was put into designing one for their "specific vehicle".

Stainless's lakester has shown that what they have works in their situation with their body and where it is located.  Doesn't mean that the same duct would work on yours unless the the body was exactly the same.

Personally I'd start with a scoop and take no chances on supplying the required air.  You could always change down the road or possibly make them interchangeable to some degree.  A properly designed scoop doesn't have to hurt much aero wise as it should be taking in the column of air that it is confronting.

Some Scoop Theory ...

http://purplesagetradingpost.com/sumner/bvillecar/bville-scoop%20info-1.html

A Spreadsheet to help with inlet size (at top of the general spreadsheets)...

http://purplesagetradingpost.com/sumner/bvillecar/bville-spreadsheet-index.html

Sumner


Offline Lemming Motors

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Re: UK Lakester build G/GL
« Reply #363 on: June 26, 2019, 05:21:51 AM »
Thanks guys. I think the NACA will be a suck it and see experiment but I would like to get it as right as I can.

I note in the original NACA data they profile the ramp floor (in end elevation) to the fuselage curvature in one experiement but for some reason show it with curved edges (floor to sides) contrary to the vortex discusion.

I suspect to really understand them requires arcane knowledge that involves secret passwords and handshakes.
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.

Offline Lemming Motors

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Re: UK Lakester build G/GL
« Reply #364 on: June 26, 2019, 05:27:50 AM »
In other news the rad in tank is being built now - I thought it was started several weeks ago but when I rang to enquire the top man I was dealing with realised he hadn't assigned a works order to the job so the fabricators hadn't started work on it.

In the meantime I have been looking for homes for things in the engine area. It is so easy to forget that a throttle cable passes through a space or a fuel pump needs room for inlet and outlet lines and the lines need space to go around corners wihout moocking things up. Whoever commented that things get tight real fast in a Lakester / Liner was spot on.

It looks like the fuel pump and filters will have a nice out of the way home under the tail piece of the gearbox, and hats a low point in terms of fuel flow to them from the tank which is good too.
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.

Offline Lemming Motors

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Re: UK Lakester build G/GL
« Reply #365 on: June 26, 2019, 05:38:15 AM »
I initially mocked the engine up (canted over) assuming that the flat surface where the original gear shift mounts was horizontal (I now know it isn't - weird).

In the donor vehicle the engine, some subsequent research revealed, is at 15 degrees. I have now used a digital inclinometer to go from mockup to positioning - taking 20mm out of one of the engine mount legs in he process - solved some problems, created others.

I was closer to 22 degrees and have now split the difference at 18 for packaging purposes - now the oil filter just hits a chassis rail (small relief required instead of major circular routing) but now the water pump inlet hose just hits the rail on the other side - great compromise that - almost win / lose. The water inlet neck has been sliced and is off to a welder of aluminium to see if he can do magic - it will point up slightly if that works.
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.

Offline Lemming Motors

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Re: UK Lakester build G/GL
« Reply #366 on: June 26, 2019, 05:54:18 AM »
I mocked up a battery (lighter than a proper one and less risk of damage test fitting in awkward spaces).

This is becoming a game of tetris. Fuel pump, filters and pressure regulator (with gauge), fuses and relays, battery, fuel tank, extinguisher bottles, cup holder, ice box for inlet air (long shot it will have any effect), airbox and ducting for ITBs, inlet air NACA/ scoop ducting etc.

Dimensionally my mock up battery is just like the one in the catalogue but it won't hold a charge - what did I do wrong?  :-D

Pictured sitting on a chassis rail; this will not be its home. It will weigh around 15 lb - ideally I would like to move it forward under the seat for (slight) weight distribution benefits but that means more holes in the already crowded firewall (most of which will be occluded by the radiator tank). Current count is: shifter rod, throttle cable, clutch and brake line, some wiring from the instruments, chute cable, extinguisher cable times two and extinguisher hose for cockpit nozzles. If the ECU goes in the cockpit that's a large bundle of nerve fibres to pass back to the engine bay and a long wiring run for them too.

At this stage (avoiding the exhaust side of the engine) the battery could sit next to the gear box but that shifts the tank backwards as that is likely to sit in the space on the left of the gearbox (behind the scattershield) too.
The fuel weight being on the left of the vehicle will offset some of the weight of the engine top end canted to the right.
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.