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03-03-2002, 08:46 PM | #1 | |
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Dream performance car? What am I missing?
Layout
50-50 L/R weight distribution 45-55 F/R weight distribution Longitudinally mounted mid-engine, rear-wheel drive Dimensions <= 1000mm height >= 1500mm track ~ 3750mm wheelbase ~ 150mm ground clearance Chassis Aluminum honeycomb-reinforced 12-layer carbon fiber monocoque Tungsten rhenium engine studs Body Teflon THV-coated 3mm polycarbonate windshield/windows Aluminum honeycomb-reinforced Spectra Shield Plus CVR body panels Interior Center reclining bucket seat, 6-point Securus harness Push-button ignition Leather-wrapped carbon fiber wheel _Shift levers, nitrous, brake bias adjustors, launch control switch ECU-overriding, driver-controlled 12” touch-screen LCD /w adjacent keypad _Boost, manual air/fuel control, 0-60 + 1/4 timer, digital speed/odometer/tachometer, fuel gauge _Intake charge temp, oil temp, coolant temp indicators Aerodynamics <0.3Cd air resistance Aluminum honeycomb-reinforced carbon fiber front dam Titanium carbonitrided magnesium lower airfoil _Electro-hydraulically-actuated, ECU controlled Single-piece carbon fiber diffusing underbody panel Induction Carbon fiber front dam feeds radiator /w hood extractor Carbon fiber underbody scoops/ducting feed brakes Carbon fiber sail panels feed intercooler radiators Carbon fiber side scoops feed turbochargers Carbon fiber central underbody scoop aerates engine bay, cools oil cooler at trunk extraction Air Two-layer pleated/oiled-cotton gauze air filters Ceramic-lined/coated hydroformed aluminum intake piping (2) Ceramic-lined/coated 6-2-4-2 titanium T88-sized compressors – one per bank _Silicon nitride impellers _Titanium carbonitrided beryllium turbine shaft Driver-adjustable + self-adjustable real-time boost controller /w knock sensor and kill switch Ported/polished ceramic-lined/coated titanium blow-off valves /w 175mm discharge Ceramic-lined/coated hydroformed aluminum turbo piping 24K gold folded-fin water-air intercoolers Anti-lag system _Air/fuel ratio decreased during partial acceleration _Ignition timing retarded by 40 degrees (2) 20lb aluminum bottles /w medical grade N2O @ 1 KSI @ 26 deg C Bottle heaters Fuel (2) 50-litre fuel cells _Triple-layered – 2 internal layers nitrate butadiene, exterior layer woven Spectra (2) 10-micron +95%-efficiency titanium fuel filters [in series] Braided Kevlar oil/water lines Kevlar magnetic oil filter wraps /w neodymium magnets Braided Kevlar fuel lines Inline fuel pumps (additional for nitrous) _Real-time ECU-regulated, 1.5kLph+ 70PSI+ ECU-controlled fuel pressure regulators Aluminum fuel rails 2500cc/min aluminum fuel injectors _Silicon nitride links, nozzles Intake Electronic launch control (compares wheel spin rates F/R at launch) – regulates butterflies when activated Drive-by-wire throttle control Ceramic-lined/coated 6-2-4-2 aluminum throttle bodies Ceramic-lined/coated magnesium intake manifolds Direct port nitrous injection Sequential multi-port fuel injection Copper flanges Engine 60-degree V12 4-stroke engine Ceramic-lined/coated ported/polished impact-forged aluminum heads Ceramic-lined/coated cast iron block Polished intake/exhaust ports Diamond-ground ceramic-lined cylinder bores 15mmx250mm tungsten rhenium head studs 100mmx90mm bore/stroke 8:1 compression ratio Impact forged titanium carbonitrided 6-2-4-2 titanium pistons Ceramic-coated piston crowns/rings Impact forged titanium carbonitrided 6-2-4-2 wrist pins/retainers Impact forged titanium carbonitrided 6-2-4-2 titanium I-beam connecting rods Impact forged titanium carbonitrided 90-degree C-350 crankshaft CNC-machined aluminum pulleys 200A alternator Full-synthetic SAE SF-grade 10-weight straight-grade oil Parallel primary oil filtering system _Full-depth spin-on oil filters, 10-micron filtration Dual bypass oil filters, 2-micron filtration Kevlar wraps /w neodymium magnets Valvetrain CNC-milled titanium carbonitrided aluminum DOHC driven by dual-row Teflon-coated chains _3D (infinite-stage) variable cam lobes _ECU-controlled electro-hydraulic actuation Magnesium cam covers CNC-machined titanium rocker arms Chrome silicon triple valve springs Ceramic-coated titanium valves CNC-machined adjustable laser-marked titanium carbonitrided aluminum camshaft sprockets Ignition Wax-encased 14.4V lithium-ion battery, inside sealed air-cooled aluminum heatsink _200Ah capacity, 1500CCA, iridium terminals 4-gauge silicone-jacketed gold-strand battery cabling /w 24K gold connectors ECU-controlled distributorless CD ignition system /w CP grade gold traces _650V/800mJ primary output, 25 degree sparking (per plug), 25 sparks per event 70kV/750mA coils ‘Cold’ extended-tip spark plugs situated in center of each cylinder, 1/4" total spark plug projection _Almost-parallel [bent towards the other] iridium electrodes [1mm fine-wire electrodes], adjustable gap 4-gauge silicone-jacketed braided copper RFI-suppressing spark wiring _Silicone boots, iridium terminals Firing order – 1-7-5-11-3-9-6-12-2-8-4-10 8HP starter motor Heat Mesh-screened side/underbody scoops/front dam 50mm tall full-width quarter-length 24K gold folded-fin radiator _Titanium carbonitrided aluminum panel bonded to radiator bottom 24K gold folded-fin intercooler radiators, reservoirs can accept distilled ice Exhaust Seamless ceramic-lined/coated ported/polished hydroformed titanium 3-1 headers Ceramic-lined/coated CMSX-4 twin-scroll [two headers in] turbines /w silicon nitride impellers _Air bearings, variable nozzle geometry for instant boost Ceramic-lined/coated external ported/polished titanium wastegates /w 90mm valves Ceramic-lined/coated hydroformed 6-2-4-2 titanium down-pipes Catalytic converters /w electric wrap heaters Single-piece ceramic-lined/coated hydroformed 6-2-4-2 titanium exhausts Straight-through absorption mufflers [single tip] Drivetrain CNC-machined titanium carbonitrided steel flywheel Titanium clutch cover Electro-hydraulically-actuated pull-type 5-disc carbon/carbon 250mm clutch Longitudinally mounted seven-speed gearbox bolted to clutch Titanium gearbox casing Titanium carbonitrided C-350 selector rods/forks Straight-cut titanium carbonitrided C-350 transmission gears Carbon fiber output/half-shafts Viscous-coupling rear differential Suspension Manual rack/pinion steering Titanium carbonitrided titanium rack/pinion /w linear tooth pitch Titanium carbonitrided C-350 tie-rods/steering knuckles/spindles Four-wheel double wishbone suspension /w vertical coil-over setup Carbon fiber unequal-length non-parallel control arms Titanium anti-roll bars Powdercoated cold-formed shotpeened chrome silicon steel springs Adjustable titanium-body mono-tube gas-hydraulic dampers /w pressurized N2 Titanium carbonitrided tungsten rhenium Heim joints Brakes Brake-by-wire four-channel, four-sensor ABS CNC-machined aluminum brake cylinders, front/rear separate masters Braided Kevlar brake lines /w DOT5.1 brake fluid 12-piston 6-pad fixed calipers /w titanium pistons Bedded carbon fiber brake pads 450mmx35mm 48-vane slotted vented ceramic rotors Impact forged titanium carbonitrided aluminum hats Hat-driven impellers (removes brake dust and improves cooling) Wheels Forged single-piece 5-spoke titanium carbonitrided magnesium rims Soft-compound stiff-sidewall slicks 275/35R-19 front, 350/40R-19 rear Materials Aluminum – 7075-T6 alloy Titanium – 15V-3Cr-3Al-3Sn, high strength 6-2-4-2 titanium – alpha titanium, good creep strength Magnesium – WE46-T6, low thermal conductivity, lightweight Tungsten rhenium – extremely strong alloy, 711ksi tensile yield, 62400ksi mod/elasticity (not typo) Titanium carbonitride – ultra-hard coating for metals, non-toxic, wear/abrade-resistant, inert Allvac VascoMax C-350 – 335ksi/325ksi tensile/compressive cobalt-strengthened maraging steel Ceramic – insulating yttrium-stabilized zirconia coating for high temperature parts (>2000C) Nitrate butadiene – rubber Silicon nitride – a hard ceramic /w excellent wear properties Beryllium – excellent strength-to-weight ratio, stiff, excellent thermal properties
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Some things are impossible, people say. Yet after these things happen, the very same people say that it was inevitable. Last edited by 454Casull; 07-10-2002 at 01:50 PM. |
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03-04-2002, 12:09 AM | #2 | |
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Since we're just dreaming here, I'll leave the particulars of how in the world you'd fund a billion dollar car project alone. It's cool, all of the best ideas come from dreams anyways, so let's run with it but ground some ideas firmly into reality.
First off, I highly recommend you buy the book "Race Car Vehicle Dynamics" by the Millikens. Though it's just a flash in the pan when compared to the whole of automotive knowledge, it's still the best single commercially available source of race proven knowledge out there. Buy it, read it, follow it. Secondly, ground your material choices in reality and what works best for the intended application, not what sounds cool. Ti is a terrible material for suspension hard parts, chassis material and some of your other parts usage. It might sound sexy and is certainly a rare and expensive item, but it's also anything but rigid and galls the SHIT out of any other metal it comes into direct contact with. Hence gears, chassis parts, and other frictional items (such as bearings and the like) are strictly out of the question. You'll want to use a 6000 to 7000 series aluminum for the parts that need to be extremely rigid (this will work out to be both cheaper, lighter and MUCH more effective than Ti), such as chassis parts, suspension parts and some engine parts. You'll want to use low carbon steels or chrome moly for many of the engine and drivetrain parts, as this is about the strongest metal and fabrication friendly stuff you can find, which is why they're so commonly used in automotive applications today. Repeat after me: aluminum is rigid and light, magnesium is super light but intolerant to heat and friction, steel is VERY strong, and titanium is just damned expensive and difficult to work with. IMO, that's the short short version of the crash course to metalurgy. Thirdly, your tire spec is simply silly. It is IMO worse to go too wide with a tire than not wide enough, and the widest you ever need go is around 10" for a lightweight car. The spec you have is so wide that any small camber angle will destroy tire adhesion (the contact patch would be almost nil), not to mention the complete lack of directional stability such a wide tire would produce. Making a tire wider does not appreciably make the contact patch bigger, it just makes it wider but shorter. A very short and wide contact patch is horrible in terms of longitudinal traction, not to mention intolerant to anything but dry pavement. The last thing I'll give reality check to is the aero package. Making ridiculous amounts of downforce at low speeds (aero only starts to work around 45 mph) will ensure a hugely ineffecient package at high speeds. Besides, a proper body shape will naturally NOT create lift, so drag inducing wings and downfroce enablers are somewhat superflious in such an application. If you get a closed wheel body shape right, there's little need for such componentry. Ps- You have everything to learn about suspensions. The suspension setup you have slightly outlined is horrible, the alignment is something you tune AFTER you do the basic design. Multilink is bullshit for anything race oriented, double wishbone is all you'll need. Ti is unsuitable for anything related to the suspension, stick with the basics there. Most things in the cockpit that are adjustable should have to do with the suspension, as the engine's power is already modulated with the throttle... the suspension is not. And nobody uses bushings on a serious race setup, you use heim joints and bearings; everything is solid and doesn't allow for binding or deflection. Pps- Where are you going to fit that super complex flat 12 in?
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03-04-2002, 03:26 PM | #3 | ||||
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Quote:
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Anyway, thanks for all the info, although I find my cringing after every word I read.
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Some things are impossible, people say. Yet after these things happen, the very same people say that it was inevitable. Last edited by 454Casull; 03-04-2002 at 05:12 PM. |
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03-04-2002, 04:02 PM | #4 | |
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Rain and Snow tires? That caught my eye the most. This car that you are describing sounds like its fairly expensive and very fast. Why would you even want to drive it in the rain or the snow? Sounds crazy to me.
There are other little things that I could mention but don't have the time. But overall its fairly good.
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03-04-2002, 10:28 PM | #5 | |
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You can find that book at amzaon.com, that's where I bought it. It'll cost you around $90 dollars, and is worth every penny IMO.
Stability is largely a function fo aerodynamics at high speed, the rest being a function of suspension setup. Downforce doesn't necesarily mean a stable ride, it's balance we are after. That requires a critical eye towards aero setp front and rear plus serious thought given to suspension setup too. A suspension setup for low speed driving often doesn't work well at high speed, so there's compromises to be made everywhere in the package.
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03-05-2002, 01:44 AM | #6 | |||||||||||||||||||||||||||||||||
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Re: Dream performance car? What am I missing?
Holy cut and paste Batman! How many articals did you cut and paste this out of? But what the hell, I'll talk a shot at it. But are we talking F1 on crack here or what? I'll guess you are going for some sort street dirived car (since you mention nitrious).
What the hell, it may be fun: Quote:
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I think we just don't drive this beast in the rain. Quote:
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Getting late, so I'll just skip ahead to: Quote:
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Anyway... Last edited by Someguy; 03-05-2002 at 08:46 AM. |
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03-05-2002, 06:56 AM | #7 | |
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I want to be able to street this thing...
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Some things are impossible, people say. Yet after these things happen, the very same people say that it was inevitable. |
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03-05-2002, 08:48 AM | #8 | |
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Nevermind.
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03-05-2002, 06:04 PM | #9 | ||
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Updated...
Quote:
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Some things are impossible, people say. Yet after these things happen, the very same people say that it was inevitable. Last edited by 454Casull; 03-05-2002 at 07:12 PM. |
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03-05-2002, 11:10 PM | #10 | |
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I don't know what you're getting at with the three question marks to someguy's point about 60 degree V12's vs. flat 12's, but his point is an obvious one. A flat 12 uses up an incredible amount of real estate within the car chassis, and really only has one advantage: low Cg. Other than that, the 60 degree banked 12 is equal or better in all regards, most importantly in terms of space efficiency. That's why nobody uses flat 12's anymore.
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03-06-2002, 04:00 PM | #11 | |
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BTW, here's an example of a serious A-arm:
Notice the heim joints, adjustibility and mounting hardware. |
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03-06-2002, 04:56 PM | #12 | |
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You have any more pictures from where that came from?
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Some things are impossible, people say. Yet after these things happen, the very same people say that it was inevitable. |
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03-06-2002, 11:03 PM | #13 | ||
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Quote:
http://www.baer.com/catalog/baer_color_brochure.pdf Page 9 is very interesting... |
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03-14-2002, 09:25 AM | #14 | |
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dont know if this has been mentioned yet but, adjustable camber, mercedes has a concept car wich has motorbike like tires with adjustable camber, when the car is going straight it is 0degrees but the more you turn the more negative camber you get so the tires, although thin, always have a good contact patch on the road regardless of how much your cornering or the body roll.
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03-14-2002, 04:06 PM | #15 | |
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Don't unequal-length control arms allow for that?
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