Be careful of the driveshaft max angles. Even Rzeppa (ball) type CV's have their limits. Ask anybody with a big lift on a late model Wrangler.
Be careful of the driveshaft max angles. Even Rzeppa (ball) type CV's have their limits. Ask anybody with a big lift on a late model Wrangler.
Why so much rollbar bracing? That seems like it's WAY over built for an autocross car.
Take a look at Jeff's bar:
tpwalsh wrote: Why so much rollbar bracing? That seems like it's WAY over built for an autocross car. Take a look at Jeff's bar:
That picture doesn't tell the whole story of the stiffness of the Bugeye. We don't know what's going on beneath the skin or what it's stiffness is. Common race car practice is to have a chassis stiffness at least 10 times the spring stiffness and my chassis was designed in CAD to be 6500 lbs/degree in its weakest direction. Without all those braces, the back end of the car had too much flex in it.
That picture doesn't tell the whole story of the stiffness of the Bugeye. We don't know what's going on beneath the skin or what it's stiffness is. Common race car practice is to have a chassis stiffness at least 10 times the spring stiffness and my chassis was designed in CAD to be 6500 lbs/degree in its weakest direction. Without all those braces, the back end of the car had too much flex in it.
That's the answer I was hoping for. I was a little worried about all that weight up high and hoped there was some thought involved in all that metal in a single plane.
I haven't posted much in here, but I love watching the evolution of the car(s).
I just went into the CAD program and removed just the two bars from the top of the hoop to the side rails that are around elbow height and the stiffness dropped 1000 lbs/degree.
That makes sense given how close it is to the suspension pickup points.
Got some more tubes welded in:
Looks like you've got more room between the gearbox and the diff than it seemed before.
GameboyRMH wrote: Looks like you've got more room between the gearbox and the diff than it seemed before.
Yes and No, I put longer suspension arms in then took this pic but the engine has to come back, too.
Starting to fit panels to make sure none of the cage interferes, and yes, that is normal ride height:
What size are the tires. Looks good BTW
12.7x23.5-15 Avons
Look what arrived today! Currie Aluminum diff with 4.11 gears, True-Trac LSD and CV flange. Can't wait to try it out.
Wow, that's nice.
Is it a 9" or 8.8"?
erohslc wrote: Wow, that's nice. Is it a 9" or 8.8"?
It's not an 8.8, as that is rear loaded. Probably a 9", but could be some kind of 'Yota if he's saving weight there.
erohslc wrote: Wow, that's nice. Is it a 9" or 8.8"?
I little education on Ford diffs: This is how you access gears on an 8.8: 
And on a 9":
This is what a custom piece to attach a CV joint to a T5 transmission looks like:
I like where this is going.
This is going to be really good....!
getting those cool parts would feel like Christmas morning to a 5 y/o 
Couldn't sleep so I was up at 5:00 am and came to work on the car. The 4 bars going from the main roll hoop down were the most difficult ones to fit so far. There are a lot of complex angles going on and all I could do was trim and fit, trim and fit until one bar looked good then try to recreate it in mirror image for the bar on the other side.
You can see the new diff in this one:
I don't know if anyone's made this joke yet, but that's the best embodiment of "front-mid engine" I've ever seen!
unevolved wrote: I don't know if anyone's made this joke yet, but that's the best embodiment of "front-mid engine" I've ever seen!
Thanks. I am building it in such a way that I can fit a different engine down the road, maybe some kind of turbo 4 cylinder.
loosecannon wrote:unevolved wrote: I don't know if anyone's made this joke yet, but that's the best embodiment of "front-mid engine" I've ever seen!Thanks. I am building it in such a way that I can fit a different engine down the road, maybe some kind of turbo 4 cylinder.
Have you tried a V12?
hehehe
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