Search:

I think F4 is absolutely the right answer for pro and semi-pro series. The cars are inexpensive, very safe, and should attract new blood to the ladder series. The question is whether they are...

Someone else taking advantage of the low cost of F4 cars:

http://www.newracingschool.com/

I believe they not only put strict limits on part costs but in some cases on the cost to run a season. The series has some control over how "spec" the cars are by defining the Type 1, 2 and 3 parts...

Just to clarify, the FIA rules are not "spec" except that you cannot modify a homologated chassis. There are currently four manufacturers, but the individual series have all picked a single supplier,...

I'm not sure if this series is sanctioned by the FIA or how that works, so maybe they aren't going to follow the FIA regulations exactly, but here are the applicable sections:

I'm not sure where...

The FIA F4 concept was the brainchild of Gerhard Berger when he was working on developing a common worldwide standard for a development class, primarily targeted at kids coming out of karting. The...

Many of you are jumping to conclusions based on incomplete information. Apparently the cars cost less than $60k ready to race including engine, data, dampers, paddle shifted sequential gearbox,...

Here's a quick sketch of what I personally think are about the right dimensions. 6'5" driver (me) shown in a fairly upright position. Overall width of 1700 mm (67 inch), which seems adequate to get...

I think you might have proposed this before, Steve, but if all the constructors collaborated on some "spec" parts it could be dramatically cheaper for all. For example, a common...

Since it's never going to happen within SCCA, no reason to limit myself to existing class structures or worry about offending existing racers! Here's my "dream" entry level formula class, which could...

55 inches ~ 1400 mm. That's pretty narrow.

FF/FC have a maximum width of 1850 mm. I believe the Radon Rn.10 has the longest wheelbase out there at 2650 mm (about 3 inches longer than a late Van...

I never thought droop limiting or preload made any sense on cars at this level, just another variable that is very difficult to control and almost impossible to model. It also introduces a...

Listen to Jay, he knows this car well.

When we had a Van Diemen F2000 car in the wind tunnel we tried taping over the NACA ducts near the engine to see if it would reduce drag. Glenn Phillips was...

Unless it's a lower wishbone with a pushrod attachment, there is no bending load on the plate ends. The increased weld area of a shaped end is a big benefit. You also don't need to thin the plate...

We use 5/16 sphericals, so I can't help you. Not sure how available these are, but Ralt shows several styles of 3/8 spherical housings in their catalog:

http://www.ralt.co.uk/2008%20CATALOGUE.pdf...

Track record is 1:39 (CART) which gives an average speed of 146 mph...higher than the top speed of many classes! Pretty awesome to watch an Indycar go through Turn 1.

Nathan

Rick:

I believe tube frame construction is the best approach for club racing cars, but the current safety standards are woefully inadequate, especially in terms of side impact and penetration...

The section that broke off was part of the original monocoque. It should not have failed like that under any circumstances. I'm told this car was purchased from Ferrari and the purchase agreement...

This is an example of a carbon monocoque that wasn't especially safe. It's a 1999 Ferrari F1 car crashed during the Monterey Historics in 2004 (I believe). I don't know if it's possible for a tube...

To follow up on Tom's post, an Radon Rn.10 crashed heavily into a tire wall at over 100 mph at Lime Rock earlier this year. The forces developed in a crash like that are scary: I can show you a rod...

Mark:

I think you misunderstand me. I'm not claiming tube frames are safer than carbon fiber monocoques--that would be as incorrect as you claiming monocoques are safer than tube frames! Each can...

Hi Mark, nice to meet you.

I've designed both tube-frame and monocoque chassis. My preference completely depends on the application. Each method can result in a very safe car...the construction...

I agree with Steve, it's hard to beat the MS20271 joints for stiffness and durability.

Just a clarification on the sizing: the dash number (B10, B12, etc) refers to the outside diameter of the...

I'm not sure what your name is, can I just call you CanForm3Champ for short? ;)

You're obviously not an engineer. I hate to pull rank, but I have a PhD in mechanical engineering and have spent the...

Carbon tubs are not necessarily safer than tube frame cars. It depends on the specific design and construction of each. It is certainly possible to build a tube frame car that is just as strong as a...

An old machinist's trick: put a mixture of lye (sodium hydroxide) and water on bare aluminum. Here's a chart showing the resulting color difference between various alloys.

6061 and 7075 are easy...

UHMW can work, but Jabroc is about three times stronger and 20 times stiffer, which is useful when you are trying to minimize the number of attachment points and prevent "sag." I think Jabroc would...

It looks like the crossbars connected the two legs of the wishbone are solidly welded. That will put a hard constraint on the position of the inner rod ends. Is that your intent?

Nothing wrong...

What Rick said. Also, anecdotal evidence suggests that Gurneys are often more effective on track than CFD and wind tunnel testing would predict.

FB cars have a lot more power to play with than...

I don't have a stake in FB, so here's the view of an outside observer.

Some people enjoy developing engines in the same way others enjoy developing chassis or aerodynamics, and FB has been a good...

If you use the Rutan method with a foam core and fiberglass skins, you don't need a metal tube. Instead you can construct spar caps, which are strips of composite that run the length of the wing at...

Obviously FB is very different from F1, but here is what Red Bull did in 2008 before the FIA reigned in the aerodynamicists. I think all of this is legal in FB, isn't it?

Nathan

Always thought one of the biggest opportunities in the FB rules was the allowance for a 150 cm undertray width. You should be able to do a lot to reduce rear tire drag, especially since I don't see a...

As Richard says, you really need to calculate the forces seen at the ends of each wishbone. Unless you have a strange suspension geometry, you don't have to worry about the vertical component of the...

If you are only doing a couple of holes then clamping the part securely is always best.

If I'm drilling or countersinking a lot of holes, or doing a lot of parts, I just tighten a clamp on the...

Agreed. Given you have two legs intersecting at an angle at the outboard end, it's impossible to avoid bending loads on a rod end used as the outer pivot. Best practice is to use a staked spherical...

And you won't! There is a restriction on composites in any structural application in the FB rules (which is now contradicted by the new allowance for composite cockpit protection panels, but that's a...

I think this rule must be a holdover from FF, since it obviously can't apply to any current winged car.

The F3 rules don't have a blanket rule prohibiting gaps or openings. Instead, they have a...

We ran bargeboards at the Watkins Glen F2000 pro race in 2009. They had a single support strut, so there was no "opening" in the bodywork. Chris Camadella finished fifth overall and won the master's...

You might also look into Melectronics in the UK (if your profile is correct that would be closer for you). We use the SLC2 rain light, and have been satisfied. FIA approved, very thin and light and...

Very interesting, Jay. That must be what Tom was talking about earlier. I can imagine some sort of drag associated with the disk boundary layer impacting the pad. I'm guessing someone has done CFD...

Rob:

Please excuse me if I use incorrect terminology in explaining how this "optimization" software works, I just approach it as a design engineer.

The first step is to define the mounting...

Tom:

This paragraph made me curious when I first read it. Can you can explain this a bit more? Are you suggesting there is aerodynamically drag created by the interaction between the pads and...

The Alcon F3 caliper is 1170 British pounds retail, so about $1800 each. I think they've been out for about as long as the AP version, apparently there was a small brake war in F3 at one point.

I...

For those interested in continuing to discuss brakes, here are some strange looking calipers:

http://www.alconusa.com/client_images/specs/PC1106Int%20Front.13_97_11.pdf

Alcon calls them...

Sorry, I'd forgotten about that. Here's a photo of the Alcon rotors. They are the highest quality material and heat treat available, no compromises. We've been very happy with them, but I won't claim...

Tony:

You are misunderstanding how we (and Alcon) measure brake drag. Certainly not anything as crude as measuring maximum temperature or seeing if the brakes fade! My point was that if the...

You clearly don't understand. Do the math. Comparing a 3500 lb 800 hp car at Talladega at, what, 200+ mph that rarely uses the brakes to an F2000 car on a road circuit is a huge stretch.

Just a...

150 mph? How about 200 mph? ;)

The offerings from Alcon, AP, and PFC will all improve brake feel because they are stiffer (aluminum makes that easier) and have modern piston/seal designs. An...

Put an ICP on top and an AP on the bottom and we can all join together in singing Kumbaya. ;)

Nathan