05-19-2016, 02:59 AM | #57 |
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That billet fork looks amazing, definitely picking one up as backup for my custom reinforced one.
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06-04-2016, 11:29 AM | #58 |
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Sorry for the lack of updates, took a week off for a little R&R. Back at it though!
I can finally announce the very exciting information I wanted to share with you guys! It's fairly nerdy stuff but if you're an engineer, you've probably heard the name ANSYS thrown around. We are now learning and utilizing ANSYS for our CFD and FEA analysis! Blog Post on ANSYS switch over [ame="https://www.youtube.com/watch?v=ymjSNaqZLps"]Redbull F1's take on ANSYS[/ame] Another blog post some may find interesting. It is in regards to the rear diffuser as our rear up-turned lip has a bit of skepticism associated with it as it isn't standard or common place. While learning ANSYS, we decided to conduct a simple analysis on a simplified car (Ahmed model). Beyond that, I have a lot of parts going on the car in the next few weeks, primarily drivetrain, then hopefully a dyno day soon after. Shooting for sometime in July. It's quite hot in Phoenix right now, with 110+ forecasted this weekend. I'll be pushing the cooling system quite hard even during normal street driving, should be interesting to see how it holds up. More photos and updates to come! Eric |
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06-09-2016, 01:56 AM | #59 |
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Over the weekend and on Monday Phoenix was at 115-118F ambient temperature, first real test with the new cooling system in place, large intercooler out front, and turbo adding a ton of heat into the engine bay.
Happy to report that the coolant temps were stable at idle and cruising, 89-92 C. It hit a high of 95 C on the highway at 75 MPH when in traffic (car in front creates dirty air, harder for the radiator to cool). When out of traffic it dropped back down to 93 C. Very happy so far. Oil was 100-102 C cruising/idle, topped out at 110 C on the freeway at 75 MPH. The AC was ice cold the whole time, which surprised me. Calibration is moving forward, below are some screen shots of a few parameters. I'm at the limit of this actuator's ability to hold pressure, so I am putting on a higher spring pressured unit from BW on shortly. Target will be 10-11PSI on 91 octane, and a bit more on E85. All pulls were in 3rd gear. Should be able to get full boost by 3500, this turbo spools quick for how large it is! Will work on getting some videos up as well. Should have a lot more updates soon, including some recently purchased parts and prototypes . Thanks, Eric Last edited by VerusEric; 09-04-2017 at 09:50 PM. |
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06-11-2016, 03:25 AM | #60 |
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Changed out the medium pressure actuator for the high pressure actuator, Borg Warner offers these for the EFR turbo. Very quick, painless, and simple. Haven't been able to take it for a test drive yet but I'm excited.
First article billet clutch fork (un-coated) pictures below. Took some photos off and on car, everything looks great. Minor tweak on the slot and we pulled the trigger on production. Test fitting on transmission: Thanks, Eric Last edited by VerusEric; 09-04-2017 at 09:54 PM. |
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06-11-2016, 11:28 AM | #61 |
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Are you developing a hardened shift ball as well or was that a cleaned up stock unit. It has been a while sense I have had a trans of one. If you have not done a hardned shift ball may want to look into that.
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06-11-2016, 07:14 PM | #62 | |
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Quote:
It has been discussed in the thread above and we're working on bringing one to market. We've only heard of a single instance where this broke; but, anything worth doing is worth over doing and a simple turned piece like that shouldn't be expensive in quantity. Weekend work flow involves installing some exciting products! Dropping driveline weight by nearly 24 pounds! OEM ACT Weave pattern on the drive shaft: So what's special about this drivesahft? -End caps are 7075-T6 aluminum, for superior strength vs. 6061-T6 -These units are frequency balanced resulting in a drive shaft with less failures, less vibrations, and better performance. -These units are produced using high grade Japanese carbon, which is 76% carbon and only 24% epoxy. Most wet carbon driveshafts are 30% carbon, and 70% epoxy, resulting in bubbles (as shown below) and is heavier as well. OEM Carbon We were asked to design and produce exhaust outlet covers to protect the plastic bumper from melting due to hot exhausts. First article pictures below. These are 100% carbon, no fiber glass. The carbon is then polished instead of gel coated, this ensures the parts will not yellow over time. Very very racecar-esque in appearance . No fiberglass here . And finally up-close photos of clutch fork back from coating: Thanks, Eric Last edited by VerusEric; 09-04-2017 at 10:05 PM. |
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06-11-2016, 07:32 PM | #63 |
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Damn! So many good stuff... I'm too scared to ask how much was that cf driveshaft.
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06-12-2016, 11:04 AM | #64 |
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Sorry, I did not read the entire thread. The only reason I asked is you are now taking out a point of flex. I have found with other applications that the pivot ball can become a failure point when you upgrade the clutch fork to a much stronger piece. Especially when you go to a higher pressure plate. Good luck with your project.
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06-12-2016, 11:27 AM | #65 |
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Who is producing those drive shafts?!
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06-12-2016, 01:03 PM | #66 |
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Damn. You're coming out w some cool products! My wallet gonna hurt.
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06-12-2016, 01:03 PM | #67 | |
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Quote:
3D prototype print pivot pictured below: We will be if testing goes well. More updates: Yes it has been an extremely busy weekend, full of sweat and blood haha. It's 100+ everyday now so working in the garage flat out stinks, figuratively and literally. While the transmission was out, I wanted to stiffen up the mounts. I haven't seen anyone stiffen the OEM mounts yet, so I wanted to give it a shot. I have 3-4 sets laying around so if I don't like it, I can try another compound or go poly. What I have found in the past by going this route is it is a nice compromise between the OEM mount and a solid polyurethane mount. I believe *this is strictly my opinion, everyone has different levels of NVH they like and dislike* that OEM is too soft, and poly is too harsh. This modification generally puts the mounts smack dab in the middle of those two extremes, I'm excited to give it a try. Before Trans mount after, it is fully filled and will need 2-3 days to fully cure Shift bushing after, it is fully filled as well. You can see the hole I drilled in the top, I did this on the bottom as well; I then squeezed the hardening rubber in at these points until it came out the ends. Prototype AOS automatic drain back is holding up well, finally took a photo of it. I ended up pulling the entire exhaust setup and found a few tiny leaks in my v-bands so I'm glad I looked. Everything else appears to be sealing perfectly which I'm happy about. The OEM throw out bearing already showed signs of failure. It had excessive play and made a slight growling noise.... only 12k miles on it . Half tempted to contact a few manufacturers and see if they're willing and able to produce something a bit nicer than OEM. Thanks, Eric Last edited by VerusEric; 09-04-2017 at 10:08 PM. |
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06-12-2016, 02:02 PM | #68 |
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Is this a cam plate? What's that line?
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06-21-2016, 02:16 AM | #69 |
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Yes, this is the cam plate. The line is an automatic drain line for the prototype AOS we've been running for a few years now. Finally coming to production. It's optional for those that want a service free kit.
So the car now can hold 8-12 pounds to redline. Pulls pretty strong at this boost pressure, still trying to figure out a way to have a bit wider range of control though before going to the dyno. Filled her up on E85 and the power difference is quite large! Really like E85 but the crickets are present, even with dosing her with 2-stroke. On E85 I am very much out of fuel, so looking into injectors. Learning ANSYS slowly but surely. Very powerful analysis software. Thanks, Eric Last edited by VerusEric; 09-04-2017 at 10:09 PM. |
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