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12/3/18 I can't help but be amused that after more than 10 years of doing this, we're still learning new stuff every day. And of course making good use of things already learned. Some examples: The steepest discovery curve we're currently climbing is the interior stuff. Valerie has been experimenting with materials, techniques and designs. What happens when you combine 3D printing, a 20-ton shop press, a toaster oven and leather? More tools in the toolbox.
A few more things to learn, but plans are afoot.
How do we use what we've already learned? - Here's the latest generation of brake hats for the third gen D2 chassis. Made in the same fixture as the previous 5 versions, without any setup other than putting the right tools in the changer and touching them off.
Everything fits. For a 13" x 1.25" vented rotor package with 6-piston calipers, it's pretty light overall. The upright, bearing/hub, rotor/hat and caliper - the whole unit as shown - weighs 32 lbs. The brake upgrade is needed (based on experience) given the power and performance upgrades we're working on. One of the current builds - a modified LSA, hewland LWS, carbon clutch, etc.. - will need them. There are others.
I work during the day and at night the computer is working running CFD simulations. I'm now using the full-car model to study yaw effects, so the runs take longer. There is a lot to sort through and understand. As always with CFD a methodical approach changing just one thing at a time is what works best. With runs back up in 12-hour range, it's slow going. Good thing I can literally do this in my sleep :)
12/22/18 More progress - it never stops. Valerie has been getting better and better at the interior stuff. For practice she is reupholstering a couple of seats we had sitting around. They'll end up in my D47, whenever we're able to find the time between customer projects.
Having hand-crafted interior capabilities inhouse is key to delivering the customer experience we want to deliver. This moves us right along. Another area of evolution is the next generation chassis and suspension design. Yes, we've added AWD capability to the D2 platform. Those wondering how exactly that works will have to wonder a bit longer, but here are some clues. The front end box is quite crowded, but our motto is 'clearance is clearance' :) Yes, a bit messy. It's a working shop.
The suspension itself is an evolving project as well, and is taking a few iterations. I do the best I can in CAD to dot all the 'i's but sometimes under pressure things get missed. Like interferences. Fortunately long time ago I figured out how to set up CNC processes to enable on-the-spot changes. The payoff? - remachining complex bellcranks with zero setup and zero fixturing, with 0.0005" accuracy. On demand.
Ever forward. 3/6/19 It's crazy how time flies when you're busy. I just realized it's been over two months since the last update. In that time we've put together the 'new' D2 to a runnable chassis state, turned wheels under power, then took it apart for finish welding, and now it's going back together again to start track testing. To better deal with the hundreds of tasks we've enlisted the help of Cody Loveland, creator of the Enviate Hypercar and the Beastie Hatch. Cody used our uprights on the Enviate, and while we've been Pikes Peak competitors more than once, turns out we collaborate just fine. This is an ongoing story :) Among the major efforts on the D2 front are exterior and interior. It's been taking us way too long to finish the coupe bodywork (as several very patient customers will attest) so that's the primary area where Cody's help is already making a huge difference. I designed the prototype door hinges a while back but everyone has been too busy with other stuff to actually try them.
Another item is making the doors fit. And, generally, figuring out how they will go together and integrate with the rest of the bodywork. It's a huge job which is why it's been taking this long. Some mold modification is involved also. Cody has a plan.
In the meantime Valerie continues work on the interior and how it interfaces with the exterior.
There are a lot of aero bits to be made as well, a result of all the CFD I've been running. Tail spoiler is one.
A mold will be taken off the plug when it's done. Similar process will be used for front diveplanes, internal ducting and so forth. Chassis is getting its share of attention too. We've decided to try electric parking brakes after determining the solution is a couple pounds lighter than our mechanical setup.
The next chassis is in the pipe as well.
So yeah, lots happening but so much more still to do. 3/21/19 We've been in 'crunch mode' for months and it all kind of blends together. Lots of variuos tasks accomplished, but as it usually goes the to-do list just keeps getting longer. There are some satisfying milestones though. A key focus remains sorting out the bodywork and the interior. We are moving along with mold modifications, and better ways to mount the bodies to both original and newer chassis. The 3D puzzle has to come together precisely every time. It's daunting but we'll get it done. CFD is helping figure out radiator ducting, floor/body interfaces and so on.
The highlight, however, has been the first drive of the new generation chassis. As I've mentioned it's an evolution of my suspension system and a few other tricks as well. First drive took place in our parking lot, at night - as is tradition now.
First 'real' drive is at Pat's Acres kart track - also a place where many of our other cars first turned a wheel in semi-anger before.
Satisfyingly, the suspension works exactly as I had hoped - very little roll or pitch, but ample compliance over bumps which this track has plenty of. It's a perfect initial testing ground. After some more progress is made on all the things that are in progress, we'll move our testing to ORP. Conveniently the weather is just starting to become cooperative. Site Sponsors and Links:
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